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- Designed and engineered for multiple, transport, first responder and military applications
- Phibian features large load capacity and off-road capability
- Humdinga II is designed for light-duty patrol w?th rapid-response capability
- Quickly reconfigurable for cargo and passenger-carrying operations
- Eliminates the need for separate boats and tow vehicles and trailers
- Can be specially adapted to customers’ specifications
- Potential to grow technology and manufacturing jobs in the ú.S.

WASHINGTON – Gibbs Amphibians introduced the Phibian today at an event preceding the American Society of Naval Engineers (ASNE) annual conference. Equipped w?th Gibbs Amphibians’ proprietary High Speed Amphibian (HSA) technology, Phibian joins Humdinga in the Gibbs Amphibians commercial portfolio, two new amphitrucks capable w?th many uses including military and rescue roles.

Phibian and Humdinga II feature Gibbs’ proprietary High Speed Amphibian (HSA) technology, which incorporates many technological break throughs in suspension, water propulsion and wheel-retraction design. The water-jet propulsion system enables safe operation in shallow water yet provides the high levels of thrust necessary to achieve planing speeds within seconds. A patented retracting suspension system provides exceptional ride-and-handling on the road, but in the water retracts wheels in seconds to reduce hull drag in marine use.

Phibian is an entirely new type of amphibious truck. Constructed primarily of carbon fiber, it is a multi-mode, multi-mission, high-speed amphibian that offers off-road capability on land. When Phibian transitions from land to water, the wheels retract and its dual jet propulsion provides water performance equal to that of purpose-built patrol and rescue boats. The transition from road to water takes less than 10 seconds.

‘Phibian and Humdinga deliver a revolutionary and highly effective solution to the growing demands placed on today’s transport, first responder and military communities,’ said Gibbs’ Chairman, Neil Jenkins.

‘Natural disasters in recent memory, such as the earthquake and tsunamis in Japan, Thailand, Sri Lanka and elsewhere in Asia; as well as the devastation of Hurricane Katrina in New Orleans, illustrate the need for amphibians as capable, versatile and efficient as Phibian and Humdinga,’ Jenkins §?id.

Phibian is capable of traveling at highway speeds on land and in excess of 30 mph on water. It seamlessly makes its land-to-water transition in less than 10 seconds w?th the simple push of a button.

Humdinga is a smaller vehicle created specifically to deal w?th remote and difficult terrain.

Gibbs has been developing its HSA technology since 1997. It represents an investment of more than $200 million and more than two million hours of engineering. Gibbs’ HSA technology can be applied to amphibians of all sizes – from 800 pounds to 10 tons. It solves the persistent challenges of land-sea borders around the world, such as beachhead landings or crossing waterways and lakes.

Phibian and Humdinga versatility and capability attributes include: – Highway-capable speed
- On-plane water performance in excess of 30 mph
- Replace need for separate boats and tow vehicles.

In addition to first responder and humanitarian uses, Phibian and Humdinga II also have the potential to provide military units w?th specialized capabilities as well as many general transport applications.

Both amphibians will be offered as a base model that can be configured for customer requirements. Factory-installed options are being developed and may include for the Phibian:
- Fully enclosed, stand-up cabin w?th integrated radar arch
- Rear radar arch
- Canvas T-top over cockpit and extended canvas over cargo area
- Two or three crew seats w?th integrated restraints
- Passenger seating for 12 in cargo area
– Right- and left-hand side doors w?th full NATO pallet size access
- Tailgate and winch
- Anchor w?th electric windlass
- ú.S. Coast Guard-required equipment for passenger use
- Heater and air conditioner
- Chemical toilet w?th stowable privacy enclosure
- Custom exterior treatments

Phibian and Humdinga II are just two of several amphibians Gibbs has developed. Others include:

Aquada: The world’s first amphibian to feature Gibbs’ High Speed Amphibian technology, Aquada is capable of speeds of more than 100 mph on land and in excess of 30 mph on water. The Aquada was designed from the ground up to perform in both land and marine modes, w?th over 100 patents covering technical innovations. In 2004, Virgin Group owner Richard Branson used a Gibbs Aquada to set a new record for crossing the English Channel in an amphibian. Branson set a new record of 1 hour 40 minutes, smashing the previous, 30-year-old record by more than 4 hours.

Quadski: The first-generation Quadski was demonstrated in 2006, and is capable of off-highway operation and marine operation. It is the first personal off-highway amphibian to feature HSA technology, and makes a seamless transition between land and water. An advanced Quadski will be introduced this year.

Gibbs Amphibians is the world’s leading developer of High Speed Amphibian (HSA) technology platforms for consumer, commercial, humanitarian and military use. It was founded by New Zealand entrepreneur Alan Gibbs in 1996 and Neil Jenkins joined him as a partner in 1999. Since its formation, Gibbs Amphibians has led the world in researching and developing the concept of HSA technology, and has patented more than 100 inventions relating to the technology. Additional information about Gibbs, HSA technology and licensing opportunities is available at www.gibbstech.com.

Today, much emphasis and hope is being placed in electric cars forging the path into the future. Nearly 100 years earlier electric cars were seen as the hope and the means for the future as well. And one of those believed to be pointing the way forward was the Waverley Electric automobile company.

Considered ‘by far the best Electric on the Markey’, Waverley Electric would be born from the Indiana Bicycle Company. The Indiana Bicycle Company first started around 1893 and would continue under that name until the turn of the 20th century when it then changed its name to American Bicycle Company. Albert Augustus Pope had established the company in Indianapolis. However, in 1898, Pope would merge what was the Indiana Bicycle Company with his American Electric Vehicle Company of Chicago. This is what led to the name change in 1900.

Prior to merging the two companies together into one large empire, the Indiana Bicycle Company began to start building electric buggies. The first of these would be a two-person Stanhope design this would be called a ‘Waverley’, which would come from the Waverley bicycle the company produced.

Utilizing Elmer Sperry’s patented battery, the Waverley Stanhope was able to travel 40 miles and could achieve a top speed of 14 mph. It had a tiller for steering, upholstered leather seat and could even be ordered with side curtains, which would make it a favorite with physicians.

While the merger that would take place toward the end of the century would come to be known as American Bicycle Company the electric cars themselves would be called Waverley Electrics. Even then, the cars would be produced under another auspice of International Motor Car Company.

Almost immediately, the Waverley Electrics would come to be popular, especially with the mainstream culture of the day. Such people as Diamond Jim Brady, Madam C.J. Walker, General Lew Wallace, and even Thomas Edison would come to own Waverley Electric automobiles.

Evolving and improving from basic two-seater Runabouts and Surreys, Waverley Electrics would go on to offer a number of different models to suit many different needs and driver types. There would even be a 3.5hp Brougham offered that came with an electric heater. Using simplicity and its quiet ride, Waverley would use such slogans as ‘No complications. Turn on power and steer’ to advertise its electric cars.
Waverley Electrics would even offer rather unusual models that reflected the adventure, freedom and culture of that time when it offered a model that placed the driver in the rear seat with the front seats turned backward so that a conversation could be carried on while the driver drove the car.

At the time, Waverley would make owning one of its cars about as carefree as possible by offering its cars with Sperry’s battery that was guaranteed for two years, as well as, a contract for battery maintenance lasting five years.

Of course, Edison’s work with electricity would cause him to come into the picture around 1901. He had been hard at work developing a battery using cadmium and copper instead of the more common lead. He, therefore, would go to Waverley to use one of their cars to try and apply his new battery. The battery would end up cutting weight down by over thirty percent and it would enable the vehicle to travel over 90 miles.

Armed with this evolution in battery technology, the now called International Motor Car Co. would advertise their 1901 Waverley models, especially the Model 21, as offering more than 60 miles on a charge.

Though already part of his empire, which included the Columbia electric car, Albert Augustus Pope would buy out the International Motor Car Company in 1903 and would change the name to Pope-Waverley. Pope-Waverley then would be just one of the brands of the Pope Motor Car Company.

Under Pope’s ownership, the company would come to offer even more models of electric cars that would include the Pope-Waverley Chelsea, which was a 2 seat passenger car; the Pope-Waverley Road Wagon, which included an empty box container on the back for cargo hauling; the Pope-Waverley Edison Battery Wagon; and the Pope-Waverley Tonneau, which could seat 5 passengers.

In spite of the many models offered by the company, developments and the abilities of the internal-combustion engine would put a severe clamp on the electric car industry. Waverley Electric would remain part of Pope’s empire until 1908 when production ceased. Nothing would be heard of the company until 1914 when it would become its own company again. However, by that time, the Waverley name had lost its way and could no longer see its way forward.

One of those forward-thinking, future-forging Waverley Electric cars would come up for auction in 2012. At the RM Auction in Arizona, an early 1903 Waverley Electric Surrey, chassis 3774, would be offered.

A Model 20a, this particular chassis comes with twin 3 hp DC motors and comes with an additional overload capacity of 3 hp each. Sporting a solid front and live rear axle on semi-elliptic leaf springs, its driver and occupants would most definitely get to experience what was called at the time, ’safe, speedy, noiseless, odorless and economical’.

While this electric Surrey’s early history is rather unknown, it is known that it once was a part of the Cedar Crossing electric vehicle collection of Mr. James Cousens, as well as, the property of Mr. John McMullen.

In 2008, the Waverley would come to be part of John O’Quinn’s extensive collection. After O’Quinn’s unfortunate death in 2009, RM has had the responsibility of parting up his vast collection. And this car comes correct with the exception of missing 40-cell battery arrangement. Even still, the car was expected to bring $50,000 to $80,000 at the auction. And this is certainly understandable given the car’s important place in electric car history.

You’re not going to take your steamer trunk as if you were going on a lengthy vacation if all you want to do is a little shopping at your local supermarket!’ – No, Swiss automotive visionary Frank M. Rinderknecht isn’t hiring out as an experienced travel consultant these days who has seen much of the world. Rather the man from Zumikon near Zurich is simply pointing out that usually all of us automatically do the right thing when we move around: we lug around as little ballast and unnecessary items as possible. And it is precisely this from an economic and ecological standpoint sensible behavior that Rinderknecht echoes w?th his new concept car ‘Dock+Go’ on two and sometimes three axles. The concept will be on display for hands-on inspection at the Geneva Motor Show, March 8 through 18, 2012.

It is specifically this third on-demand axle that is the crucial point of the innovative modular mobility system the Rinspeed boss has devised. ‘Dock+Go’ was built – in the traditional sense – by Peter K?gi and his company 4erC. The concept draws its irresistible charm from easy-to-dock single-axle ‘backpacks on wheels.’ These so-called ‘packs’ carry out their assigned tasks depending on current need. But the best thing is: they cleverly solve the much-debated operating range problem that electric vehicles suffer from. Neither unnecessary space nor superfluous weight is being transported. This truly creates ‘mobility à la carte.’

Any electrified city speedster could serve as the basis for ‘Dock+Go.’ For demonstration purposes Rinderknecht selected a two-seat smart car as the basis. Different ‘packs’ can turn the electric flea into the dream car of every pizza delivery driver – complete w?th a built-in isothermal box. Or they allow winter sports enthusiasts to comfortably stow their gear. In Geneva Rinspeed will furthermore show off a rolling ’sound pack’ which multimedia and infotainment specialist Harman has filled w?th the latest high-end sound solutions in order to guarantee a first class acoustical experience.

Yes, this car truly always saves the best for last: and in this case it is a generous helping of operating range if the 100 kilometers that are usually on tap in electric vehicles simply are not enough. An ‘energy pack,’ fitted w?th a range extender or additional batteries, powered by a fuel cell or equipped w?th a combustion engine, provides the crucial extra kilometers to reach more distant destinations. The simple and equally clever trick of the latter is: the docked third axle drives the rotating second axle and in doing so also recharges the on-board batteries of the city speedster. The world’s first Variohybrid – as Frank M. Rinderknecht calls his range donor – is born. And to top it all off: when the pack w?th auxiliary batteries is docked and the vehicle is not in use, the pack will even provide electricity to the owner’s private residence or serve as a buffer for the public energy grid, in effect turning it into a ’smart grid.’

Rinspeed’s automotive visions live not only on the quality of the ideas behind it, but also and in particular on their sharp implementation. That’s because one key element of Frank M. Rinderknecht’s credo is that a car must provoke emotions and visions, especially if it is to serve as a vehicle for communicating new technologies and innovative materials. And there is a lot to see on the ‘Dock+Go’ in that respect, contributed by large corporations and small but brilliant specialists alike in order to effectively showcase ‘Dock+Go,’ which is currently going through the Swiss patenting process.

An immediate eye-catcher is the silver outer skin from AkzoNobel w?th a finish that resembles sparkling ice crystals. It ties in w?th the Goodyear low-rolling-resistance tires in size 205/40-17 mounted on 7.5-inch AEZ rims, whose decorative silver covers are attached to red fasteners w?th rubber bands. At night the chrome-blue accent striping on either side stands out immediately, developed by Lumitec based on an electroluminescent 3D-flexible film. Anyone w?th a message for their environment can broadcast it using the innovative ‘Identiface’ feature. This display-based surface, developed by MBtech, replaces the front grille, which on an electric vehicle serves virtually no purpose. Thanks to internet connectivity ‘Identiface’ can display the owner’s Facebook pages, news from around the world, the manufacturer’s badge or even the offer of a ride from point A to point B.

The interior is dominated by black and red. The high-tech Schoeller yarns have strong natural thermoregulation, good insulation and a high capacity for absorbing moisture. They keep comfortably warm in winter and remain pleasantly cool in summer. Premium automotive textile manufacturer Gaenslen&V?lter spun them into soft, supple upholstery that provides that special feel-good factor. And wherever plastics are used, it is in the form of high-grade man-made materials, such as the creatively and stylishly embossed synthetic leather that is supplied by Hornschuch, a specialist in this field. The transparent roof and its distinctive grass inlays – as well as a number of other interior materials – were contributed by Studer. The view ahead is dominated by a 12.1-inch monitor. It belongs to the multimedia equipment and is part of the intelligent infotainment system developed from Harman. The platform features the latest integration technologies for smart phones, adaptive navigation and the cloud-based Aha-platform w?th a flexible Human Machine Interface (HMI) and gesture control in order to bring digital contents intuitively, easy and safely into the car. This gesture-controlled system makes operation of the contents child’s play and the four cameras integrated into the vehicle body make dents from parking maneuvers things of the past.

The instruments were again supplied by – who else? – VDO. Also brand-new is the §teering wheel from the German-Japanese Takata Corporation w?th integrated ‘parking space’ for a smartphone, which serves as a second monitor when docked. This is made possible these days by a driver airbag that thanks to vacuum technology requires reduced installation space.

But ‘Dock+Go’ offers more than just style; it also serves up a high level of technical sophistication. The recently newly developed high-strength, lightweight door frames come from Austrian steel manufacturer Voestalpine. Weber Fibertech built the extremely lightweight liftgate insert w?th function integration, the high voltage electric heater including the futuristic air vents were supplied by German specialist Ebersp?cher. No compromises can be made when it comes to handling huge amounts of energy safely, a fact accounted for by the extremely robust electric plug connectors from TE Electronics. Apropos plug connectors: recharging the car no longer requires it to be plugged in. Instead the vehicle simply rolls onto an induction field from SEW Eurodrive for non-contact charging.

‘Dock+Go’ is a clever mobility concept, implemented rich w?th emotions, enhanced w?th technical delicacies and intriguing enough for Swiss insurance giant Zürich Versicherung to commit to the cause. Who wouldn’t think of a series production in this context? No wonder that dynamic Frank M. Rinderknecht, one of the flagships for Swiss watch manufacturer C.F. Bucherer, is toying w?th this possibility. Rinderknecht on this issue: ‘Yes, we have been in productive talks w?th potential manufacturers for some time now.’ Düsseldorf-based consulting company A.T. Kearney at any rate has already devised a manufacturing and marketing concept for the series production.

Even visions must be presented at the Geneva Motor Show at the highest level of quality. This is made possible by HD monitors and Blu-ray players from Sharp and advertising support from German ad agency Vollmond.

The partners have a word:

4erC GmbH – creative – clean – car – concepts, the company of Peter Kaegi

Take-1, take -2, take -3, take- 4 or tell me what you need, that’s the statement of this concept vehicle. For 13 years, Peter K?gi is project manager of the Rinspeed motor show projects, Frank M. Rinderknecht and him connect many creative moments. More and more manufacturers come up w?th electric vehicles on the market. All have the problem of the operating range and the associated high battery costs. Special the small urban vehicles have only very limited space, if they have electric propulsion and transport also a range extender, they gets problems w?th the security.

The project ‘Dock+Go’ is different.

The size of the battery and therefore the costs are depend on several factors, drive w?th high power, or operating range, and the Battery charging strategies. This vehicle concept has a small Battery, w?th a battery-saving charging strategies, and just 25kW of power. Enough to cover all the daily trips to the office and to the shopping. Should more be required, an additional Pack can be fastened. You don’t must have it by yourself, there could be hired if necessary.

For 26 Years, the owner of 4erC works w?th electric vehicles, the range goes up to several hundred kilowatts from a power of a few kilowatts. The consulting and development company 4erC works on vehicle projects for OEM and . Focus on: Project management, package, lightweight construction and fiber composite.

AEZ Wheels: Take six!

Three instead of two axles means six instead of four wheels, too – the optional ?packs’ not included. So if the Rinspeed ‘Dock+Go’ model finds enough followers it would probably mean good business for the alloy wheel manufacturer AEZ. However, the company has an entirely different motivation to participate in this ambitious concept study based upon the Smart Fortwo.

As Rinspeed’s long-standing concept partner the AEZ team is used to tackle things differently or think differently or to accept facts like that a car doesn’t necessarily have to have four wheels. The choice of rims then doesn’t only have consequences in terms of design but also in terms of technology. Originally, alloy wheels are motorsport wheels. They serve to reduce the weight of the vehicle and to have a positive influence upon the so-called unsprung masses. However, not only racing cars have profited from that concept, but also economical cars w?th alternative engines. After all, it is often an e-car’s range that still forms a handicap. But the lighter a car is, the longer the electricity in the battery will last. And since a car should still be fun to drive, such a ‘lightness of being’ is certainly on everyone’s agenda at any rate. So the mass of the battery has somehow to be equalized. And in this study, no fewer than six wheels have to be set in motion, which should, after all, not put the car at a disadvantage. So the AEZ engineers’ technical goal was to make the rims as light as possible. This is an approach that sets important standards for the efficiency and performance of alternative vehicles.

While the ‘Dock+Go’s’ body is rather plain and the extra modules to be docked on replicate the Smart’s rear end’s design, the wheels are supposed to be a visual object of projection for the propulsion technology. So the silver-painted aluminum wheels’ visual effect is technical by design. The total of five triangularly notched spokes form a rotor, a component that, in various forms, is found in electric motors, wind turbines and generators of all kinds. The space between the spokes in the flange part are characterized by black contrasting trapezoid structures. Again, this is modeled upon electric engine components. If individual motor car traffic is indeed becoming ever more electrified, some of the style elements shown here may well also once be found in and on mass-production cars.

Sikkens Creating Together w?th Rinspeed

Perhaps you might not have realized it before, but AkzoNobel Automotive & Aerospace Coatings (A&AC) have almost certainly touched your life. A&AC is a business unit of the largest coatings company in the world, AkzoNobel. Amongst others A&AC is one of the world’s leading producers of automotive refinishes, w?th Sikkens as their premium brand. A&AC’s Sikkens brand has a proud history since 1792, long experience in the automotive market and a worldwide reputation for top-quality, innovation and sustainability.

We have specialists around the world who understand local markets and can serve local needs. We provide state-of-the-art color technology, high performance coatings, and -leading customer services, as well as technical and logistical support and training to customers and skilled professionals in the automotive and aerospace sectors. Today the Sikkens product range meets the highest quality standards for repairs, w?th durable colors designed for the professional body shop. With its broad range of products, Sikkens can handle any car repair. Since A&AC began working w?th Rinspeed, it has been providing Rinspeed w?th specially developed custom colors based on its Sikkens brand of automotive coatings.

Partnership and creating together is one of the most important elements of A&AC’s – and Sikkens – business approach. A&AC recognizes that its long-term success is dependent on the success of its customers. Therefore they have always worked very closely w?th our customers to provide not just the products that they need, but the training, support and equipment to guarantee outstanding color performance as well.

In the partnership however it is about selecting the right color to get along w?th the concept. Sometimes that means more extravert colors, but sometimes exactly the opposite like this time. ‘We understand that color plays a major role in the look and feel of a car.’ says Remco Maassen van den Brink, A&AC Marketing Director for the EMEA region. ‘So we are developing colors, effects and bespoke paint systems to fit the specific needs of the Rinspeed concept.’

A.T. Kearney develops series production-ready vehicle concept and appropriate business models for Rinspeed’s ‘Dock+Go’ concept study

Adaptable vehicle size, improved range and flexible business models

Engine :
Power: 34 hp
Torque: 88 ft-lbs
Management consulting firm A.T. Kearney and Frank M. Rinderknecht, founder and head of the Swiss company Rinspeed, have reviewed the ‘Dock+Go’ study for series readiness and developed sustainable business models. The new ‘Pack’ system, which is strapped like a backpack on existing vehicles, e.g. a Smart, is unique the world over. The technical solution for the functioning of interfaces accounts not only for coupling the e-vehicle’s mechanical and electrical equipment by means of energy, space and accessory ‘Packs’, but also connecting to existing infrastructure. In addition, a number of innovative business models have been developed for ‘Dock+Go’; these range from vehicle and ‘Pack’ purchase through to pay-per-use for individual ‘Packs’. ‘The ‘Dock+Go’ concept has the potential to significantly reduce existing e-vehicle drawbacks in terms of range and space. It is clear that the flexible product line also requires dynamic business models. ‘This is the precept that we chose as a guiding principle in our solutions,’ says Steffen G?nzle, automotive expert at A.T. Kearney.

úse of existing product lines

Rinspeed’s ‘Dock+Go’ approach relies on an existing product line – like the Smart – and establishes the best conditions for profitable production in the shortest possible time. The necessary economies of scale will be achieved in just 2 years on the basis of an existing product line as well as via parallel development and simultaneous product start-up of the versions of a line. While the vehicle is always equipped w?th an electric drive, the drive mix can be offered from combustion engine through to fuel-cell in the form of ‘Pack’ versions and a cost-efficient modular design of the ‘Dock+Go’ body concept.

Technically sophisticated interfaces

From a technical perspective, the ‘Packs’ are coupled using a ú-shaped frame, which also takes on the functions of a roll bar and central crash box. Sensors are fitted which, communicate the current docking state to the driver. At the same time, the third axle is latched w?th its subframe to the cradle of the e-vehicle and operating readiness is displayed in the cockpit.

Optionally, the additional electric drive concepts can be charged using induction or at the power outlet. Here, a stationary charge can be implemented as part of a ‘Smart Home’/'Smart Grid’ at home or in metropolitan centers at ‘Car Ports’ and ‘Car Parks’, which will be situated in many mega cities around the world by 2015.

Fully flexible business models

A variety of partner and operating models are conceivable for the development, production and sales and distribution of ‘Dock+Go’. These range from an integrated OEM through to an amalgamation of manufacturers, engineering service providers and trailer producers. Intelligent vehicle ‘Pack’ and ‘Battery’ leasing schemes as well as pay-per-use payment options will be offered for the end customer. Due to the high level of complexity and additional costs vis-à-vis the drive mix as well as possible private and commercial use, offers must be tailored quite specifically to the needs of the individual customer.

Creative, passionate and forward-lòòking – Carl F. Bucherer sponsors modular mobility system from Rinspeed.

Carl F. Bucherer is sponsoring another project from Swiss company Rinspeed AG. The smart ‘Dock+Go’ mobility system is unusual, intelligent and incredibly flexible. Over 30 years ago, Frank M. Rinderknecht set about making a boyhood dream come true by creating cars that would satisfy his vision of the ultimate vehicle. Ever since, Rinspeed has established a high-profile reputation for itself as a manufacturer of concept cars and limited series. With his latest brainchild, Rinderknecht has succeeded in capturing an individual attitude to life and transforming it into an all-round concept. The ‘Dock+Go’ mobility system is based on a four-wheel vehicle a little like the Smart but can be supplied w?th six wheels on request. This would be necessary if the owner wished to transport camping, golf or skiing equipment, or needed space for a large toolbox. A pack can be rented or purchased for this purpose. When required, the pack docks w?th the back of the car like a rucksack and provides enough space to meet the owner’s needs.

Sophisticated energy concept.

But Rinspeed would not be Rinspeed if sustainability and energy efficiency weren’t also important factors in the equation. An energy pack w?th a combustion engine or range-extender, packed w?th batteries or powered by a fuel cell, ensures the vehicle has the power it needs to take it to more distant destinations. Apart from this, when the third axle (the one belonging to the pack) docks w?th the vehicle, it also drives the second axle and recharges the urban vehicle’s on-board battery, which keeps it moving entirely CO2-free. It also means that no unnecessary seating is used or superfluous weight carried around when the pack is not in use. The latest creation of the Swiss mobility guru will be unveiled at this year’s Geneva car show from 8 to 18 March 2012.

A common philosophy.

The concept cars developed by Frank M. Rinderknecht redefine mobility. They are the work of a man who continues to go his own way undeterred. As did Carl F. Bucherer, the founder of the Lucerne watch brand of the same name, Carl F. Bucherer.

Once again, this unique mobility concept stands for having the courage to be creative, to be passionate and to think outside the box, just like the timepieces manufactured by Carl F. Bucherer. Even more decisive, however, is the philosophy common to both, whereby state-of-the-art technology, first-class materials and unconventional forms are combined to create new and conceptually compelling final products

About Carl F. Bucherer.

Carl F. Bucherer operates under the name Bucherer Montres S.A. and is an independent company w?th over 90 years’ experience in the manufacture of high-quality timepieces. A brand that designs and produces its own movements in-house (a manufacture), it stands for aesthetic products made w?th uncompromising quality and self-assured design. It brings together watchmaking craftsmanship at its finest and outstanding expertise in the art of jewelry making. Its name is a tribute to the pioneering achievements of its eponymous founder, Carl Friedrich Bucherer. The Carl F. Bucherer brand was launched to lend more strategic weight to the manufacturing expertise adeptly demonstrated by the company since 1919. As the only brand of manufacture status in Lucerne, Carl F. Bucherer produces and distributes exclusive ladies’ and men’s watches, and represents a second pillar in the Bucherer Group construct. The Bucherer Group is owned and managed by the third generation of the family in the person of J?rg G. Bucherer, who is also Chairman of the Board of Directors. The Carl F. Bucherer team, under the supervision of CEO Sascha Moeri, strengthens the brand’s position as a recognized manufacturer of watches for the premium §egmènt w?th its own workshops in Ste-Croix specializing in the research, development and production of watch movements.

Eberspaecher catem turns up the heat for ‘Dock+Go’ from Rinspeed

Technical innovation coupled w?th unique visual appearance – that’s what distinguishes the concept study ‘Dock+Go’ from Rinspeed. The electric vehicle, w?th a choice of two or three axles, highlights new perspectives in the drive-train and combines high efficiency w?th successful design in the heating system. In addition to a PTC heater from Eberspaecher catem, a specially developed air outlet is used in the compact two-seater.

A PTC heater from Eberspaecher catem ensures temperatures in the ‘Dock+Go’ stay comfortable. With an output of up to 5.5 kilowatts it rapidly heats up the interior – w?th an efficiency factor of more than 99 per cent. The PTC heater can also be positioned virtually wherever you want in the vehicle. As the electronics and control unit are now completely integrated into the electrical heating element, Eberspaecher catem’s experts have been able to improve the installation options still further. Output is infinitely variable thanks to the LIN (alternatively CAN) bus systems or, as an option, also a PWM control.

The PTC heater was developed for voltage ranges of up to 500 volts and, w?th its completely insulated construction, satisfies the highest safety requirements. It is therefore not only perfectly designed for use in electric vehicles but is also suitable as a heater for fuel cell or hybrid vehicles. The outstanding design element in the instrument panel is the air outlet specially designed for the ‘Dock+Go’. The force of the air stream can be metered exactly via precise control steps.

Highlight of the ‘Dock+Go’ is the optional third axle. If required, the coupleable ‘packs’ offer additional loading space – or extend the range of the electric vehicle as you wish: there are so-called ‘energy packs’ w?th a combustion engine or range extender, containing rechargeable batteries or a fuel cell. For electric vehicles, Eberspaecher catem has developed a 12-volt coolant heater for battery conditioning. The heating element heats up the vehicle battery in a short time and therefore receives its full capacity even at low temperatures.

Eberspaecher is one of the leading system developers and suppliers of exhaust technology, vehicle heaters and bus air-conditioning systems worldwide and is also involved in automotive electronics and automotive bus systems for electronic networking in the vehicles. Their customers include almost all European and North American, and increasingly more Asian manufacturers of passenger cars and commercial vehicles. In 2010, the internationally positioned group of companies, w?th approximately 5,600 employees, posted sales of over 1.9 billion Euros.

Swiss made – Esoro

Frank M. Rinderknecht used highly advanced technology and a Swiss-based network of top automotive specialists for his project. Over a decade the Swiss cleantech engineering company Esoro has been development partner for the Rinspeed concepts. This time Esoro focused on the implementation of new technologies from other project partners. Esoro has now over 20 years of experience as engineering partner for concept vehicles, components and products w?th main focus on lightweight construction, alternative drivetrains and mobility. During this time Esoro has gained a well-deserved reputation for excellent efficiency and innovative solutions, which is demonstrated by numerous prototypes and serial products.

Since 1990 Esoro has been working intensively in the field of conception, implementation and tests of clean car concepts and drive systems. Esoro is thus one of the few companies in the world w?th well-founded experience in development and operation of electric, plug-in-hybrid and fuel cell drives. These activities are our core competence. Esoro therefore realizes EV projects for OEM’s starting w?th the initial conception and the prototype up to the serial project phase.

Esoro is also developing fiber reinforced components from initial conception up to pre-production samples. In-house specialists optimize the component properties and characteristics throughout the entire development process. Important steps are non-linear, orthotropic Finite Element Analysis and crash simulation.

Another recent development from Esoro is the new E-LFT production technology developed for Weber Automotive. E-LFT makes large scale production of high-strength and lightweight composite parts affordable. E-LFT composite parts weigh more than 30 percent less than comparable steel parts. For the development of the smart fortwo tailgate, which now has been produced over 500′000 times w?th the E-LFT process, Esoro received the highly recognized JEC Innovation Automotive Award 2008.

Harman breaks new ground in personalized infotainment w?th its visionary networked infotainment concept in the Rinspeed Dock+Go

Imagine a car that automatically adjusts to every driver’s tastes and preferences, harnesses a universe of personalized entertainment and information from the web, and makes your drive time easier, safer, and more productive by learning your driving routes and habits. This vision of a personalized, context-aware driving experience is brought to life by Harman through revolutionary customizable infotainment technologies.

Harman delivers a personalized interface between the driver, the car, and the connected and digital world around it. It has created a new ‘context-aware’ infotainment system concept that creates a virtual personalized dashboard for the driver. The system combines advanced smartphone integration technologies, cloud-based Aha platform, learning navigation, and flexible human-machine interface (HMI) design including gesture recognition, to deliver media-rich digital content into the car in an intuitive, easy-to-use manner, without compromising safety.

The car’s infotainment system connects w?th the driver’s smartphone and uses NFC (Near Field Communication) to recognize his saved preferences such as: seat positions, favorite music and settings for the Harman HALOsonic Electronic Sound Synthesis system, the preferred HMI visualizations, emails, contacts and calendar entries as well as Facebook and Twitter accounts via the Aha platform.

The navigation system ‘learns’ by monitoring the driver, his operation characteristics, his preferred routes and his interactions w?th the system. It also detects driver alertness monitoring the driver’s §teering wheel movements, voice timbre, and braking and accelerating behavior, to intelligently propose less risky routes or suggest stopping for a rest. The situational HMI combines location, telemetry, and personalized user data to offer the driver w?th optimal route-relevant information. A range management system works hand-in-hand w?th the navigation system and location-based services to optimize the distance and route taken by the vehicle.

Harman’s feature-rich infotainment concept is also designed to ensure that safety remains a top priority. It incorporates a number of HMI options, including gesture control and voice control, allowing drivers to access specific services such as read-aloud function for emails or – via Aha – social media feeds on Facebook and Twitter. The integrated office solution allows standard documents and emails to be viewed and managed. Harman’s Aha platform delivers access to multimedia content including audio books, radio, music services, podcasts, location based services, and more, supplied by an extensive roster of partners. Drivers can choose from an array of themes and filter content to match their preferences to create their own presets.

Hornschuch

As the world market leader for surfaces, the Hornschuch Group is a highly proficient partner for foils and high-tech synthetics. The premium brand skai? stands for innovation and design, being used for car interiors and upholstery covers, amongst other things. The solutions developed in a dialogue w?th customers set the trends throughout the . The Hornschuch Design Center underlines the high standards w?th its own Design Guide.

With Dock+Go Hornschuch is on board a Rinspeed Concept Car for the third time. After sQuba and Bamboo, the tried and tested collaboration offers the surface specialist a further opportunity to specify its vision for the design of interiors, but this time on a new basis: the Design Guide unveiled in January outlines three megatrends which Hornschuch sees for the next three years: Origin, In Transition, Innovation. The Design Center thereby defines the maxims of its work irrespective of the applications: what represents a tool for the creative is a guideline for the customer. The Design Guide makes design development come alive and comprehensible, and shows that design at Hornschuch is sustainable.

The materials used by Hornschuch define the interior of the Dock+Go, while giving it a distinctive flair on the outside. Inside it is the door panels, the dashboard, panels in the lower field of vision and the sides and backs of the seats which are fitted w?th Hornschuch surfaces. On the outside it is the cover of the Space Pack, which is reminiscent of a tonneau cover. The Design Guide played an important role in the selection of the colors and structures, as well as the materials. The interior is dominated by a combination of velvet red and slate black, forming a bridge between the megatrends Origin and Innovation. A biosynthetic material is used, more than 80 per cent of which is based on natural and renewable resources. The quilting seams criss-crossing the plissé surfaces which adorn the cockpit stem from the Origin world based on craftsmanship. Finally, nano-coated outdoor synthetics are used for the covering of the Space Pack cargo space. None of the materials has ever been used before in this way in the automotive environment. They show the range of possibilities that the surface specialist – which works very successfully for many high-volume manufacturers in the automotive sector – is able to offer. Rinspeed’s concept car Dock+Go again visualizes the future of the automobile. A future in which Hornschuch will be at the cutting edge.

Lumitec

In 2005 as the Rinspeed Senso was making such an impression on the experts in Geneva, Lumitec was also on board. In a project where we collaborated w?th Bayer we saw our unique lighting technology put to use in the cockpit of the Senso. The side panels were equipped w?th an EL (electroluminescent) lighting system capable of emitting three different colours. The intention here was to provide support for the driver using the right ambient light.

Lumitec AG is the technology leader in thick-film electroluminescence. EL lighting systems are constructed like plate capacitors, and make it possible to produce completely homogeneous light on an unlimited number of different surfaces. Over the past 10 years we have worked intensively on the development of three-dimensional lighting systems. It is now possible to build these lighting systems without any carrier film, and they can be combined w?th wood, textiles, and metal, etc. With thicknesses under 0.2 mm, it is possible to make homogeneous light surfaces w?th the most limited of proportions.

In the ‘Dock+Go’ project we can be found in three places. Of particular interest are the mouldings on the door. During the day they look like standard chrome mouldings. At dusk or during the night, however, they turn into illuminated decorative parts. And if they are combined w?th background writing or logos, they can even be used as night-time advertising.

In the Takata-Petri §teering wheel our technology can be found as backlighting in the airbag area. This provides homogenous light in a place w?th very little space, and where no metal parts can be used.

Another extremely interesting item is the number plate on the newest Rinspeed project. In appearance it seems to be constructed like a completely normal number plate. It essentially consists of an aluminum plate w?th embossed characters and a reflective front surface. Only, this number plate has an additional EL lighting system between the reflective film and the aluminum carrier. It is so thin and flexible that the owner’s number can be embossed by cold forming, just as it is on a conventional plate. Lumitec and Autoschilder Sievers in Hannover have worked closely together to be the first to develop the lighted number plate to be ready for series production. This particular application makes the highest demands on the elasticity of the lighting system, because it must not allow crack formation where the characters are embossed, and it needs to have high weather resistance for long periods of time.

únique from the front to tail -The MBtech Group continues developing the ‘Identiface’ front display and the ‘Dock + Go’ idea.

The engineering and consulting company, MBtech Group is renowned for courage and the passion for new ideas instead of conventional prefabricated concepts. Which is why this year MBtech is once again contributing innovations and know-how from the electronics solutions and design sectors to the development partnership w?th Rinspeed. In return, MBtech utilizes the inspiration provided by the collaboration to continue developing its ‘Reporter’ pickup study.

The unique combination of engineering and consulting competencies has enabled the MBtech Group to establish itself as one of the leading international service providers for the vehicle . Every day approximately 3,000 employees worldwide work to make the future of mobility for their customers into a reality today. This includes the ‘Identiface’, a high-resolution LED display harmoniously integrated into the front of the vehicle.

It enables drivers to give their vehicles their own unique, customizable character (identity). For example, it can also be used to display useful warning messages for other road users (utility). Furthermore, the system can also create an emotional aspect by displaying personal messages from virtual networks such as Facebook or Twitter (social media) or simple fun applications (fun). The LED identity concept originates from the MBtech Group’s ‘Reporter’ pickup study and last year it was realized as a multi-functional design for Rinspeed’s ‘BamBoo’ e-vehicle study as ‘Identiface’. The enhanced module has now been adopted in the ‘Dock + Go’ concept as well. This enables data and information exchanged between the vehicle and the ‘dock’ to be displayed.

MBtech continues to envision further options for the front display by integrating new experience gained from networking between the virtual and the real world in the vehicle. For example, MBtech is currently developing a new technology platform as part of the ‘Wireless Gateway’ innovation project. It creates vehicle connectivity across wireless, GPRS, úMTS, Bluetooth and other standards in order to consistently meet the needs of the smartphone generation.

The collaboration w?th Rinspeed has also inspired the MBtech Group’s designers and model makers to go back to the drawing board or return to their clay models for the ‘Reporter’: The basis idea consisted of creating an initial design when easily transforms from a pickup into a delivery van or a people mover. Motivated by fresh ideas, the design and model construction team is now developing new vehicle variant possibilities for the ‘Reporter’.

Sustainability + Innovation = Sustainnovation

Schoeller Group, which has its headquarter in the Austrian city of Bregenz, is one of the leading worsted yarn manufacturers in the world. With its 500 staff, the Schoeller Group produces 4000 tons of yarn a year at various locations across Europe. One-and-a-half centuries of experience and an innovative research and development department furthermore ensure that the Group is constantly increasing its technological lead. However, all of the Group’s actions and decisions are informed by one guiding principle: sustainability. Hence, Schoeller has now not only become the first worsted yarn spinning company in the world to have been bluesign-certified (a comprehensive standard certifying compliance w?th a range of environmental and organic production requirements), but has also received the coveted bluesign Award. However, Schoeller is also actively involved in the IVN (International Association Natural Textile Industry) and GOTS (Global Organic Textile Standard).

An important part of the Schoeller customer portfolio is the ‘Traveltex’ §egmènt, i.e. yarns used in cars, busses, trains and planes – several of the yarns and fibres are even used in space travel, making them some of the most widely travelled threads around. This §egmènt comprises innovative yarns developed by Schoeller in collaboration w?th its industrial partners that, amongst others, are enabling these companies to develop new kinds of seat covers, door linings, composite materials and car roof liners.

Schoeller and his project partner Prevent Gaenslen & V?lter have demonstrated their strengths in sustainable development and production w?th the implementation of Rinspeed’s new ‘Dock+Go’ concept. Wool – a natural fibre – was applied in the project, intelligently combined w?th high-tech, innovative fibres such as Vectran? and Nomex? to make up a large proportion of the seats. ‘Schoeller Power-Wool?’, a natural thermoregulator, is used where moisture absorption and passenger comfort are the priority. And in seats that are also intended to store body warmth, Thermo2 is employed – an innovative wool-polyester blend that reflects heat and infrared rays. This ecological and economical product is both lightweight and reduces the need for electric heating – a major benefit for electric vehicles.

The textile double-face roof of ‘Dock+Go’ is made up of a Vectran? blend. Vectran is the most cut-resistant fibre on the market. It is also five times more tear-proof than steel, offering optimum yet unobtrusive resistance against wear-and-tear and vandalism. Glossy, dyed Nomex yarn is used in the seat stitches and the side netting. Highly resistant to wear-and-tear and available in a choice of colours, it emphasizes the functionality and high-quality design of ‘Dock+Go’ in important, highly visible places. All yarns are certified to the ‘bluesign’ standard, delivering innovative functionality while ensuring compliance w?th strict environmental standards – and underlining the pioneering nature of the ‘Dock+Go’ concept.

Brose-SEW: electric drives and charging technology from a single source

Wireless charging technology for electric and hybrid vehicles

Early in 2011, two strong partners pooled their expertise for electric mobility: Brose Fahrzeugteile GmbH & Co. KG, market leader in mechatronic systems and electric motors for the vehicle body and interior, and SEW-Eurodrive, one of the leading suppliers for electric motors and control systems for industrial applications, founded Brose-SEW Elektromobilit?ts GmbH & Co. KG. The goal of this joint venture is to develop, produce and sell drive and charging technology for electric and hybrid vehicles. Since the joint venture can tap the know-how of the two parent companies Brose and SEW-Eurodrive and access their production facilities, it can achieve additional economies of scale and cost benefits. Apart from developing customer-specific vehicle drives ranging from 0.25 to 150 kilowatts, the joint venture will also be seeking to find intelligent and economical ways of implementing individual electric mobility. This is where Brose-SEW has a viable, forward-lòòking solution to offer: wireless charging technology facilitates accessing power supplies at home and while on the move; moreover, it is more convenient than a plug-supported solution.

‘Filling up’ w?th electricity without cables

Intelligent and user-friendly charging technology is an essential prerequisite if electric vehicles are to be established in the mass market. The components required for wireless power transmission consist of the power supply element and the pad on the ground which act as the ‘energy source’ and a module on the underbody of the car which assumes the role of the receiver. Power is transmitted inductively, i.e. non-contact power transfer up to a distance of 20 centimeters between the ground and the vehicle via a magnetic field. An electromagnetic shield in the coils ensures the passenger compartment is protected from the magnetic field. This way of charging the car is convenient, safe, clean and independent of weather conditions. Moreover, regular top-ups are kinder to the battery.

Power is transmitted in line w?th the resonant transformer principle: alternating current produces a magnetic field in the primary coil which induces alternating current again in the secondary coil. The primary coil is installed, for example, in the ground of the parking lot and supplied from a power-feeding device. When an electric vehicle arrives, it activates this power-feeding device via near field communication, switching from standby to operating mode. Once the electric vehicle’s battery is charged, the power-feeding device returns to standby. In March 2011, the VDE/DKE approved an application guide (VDE-AR-E 2122-4-2), thus establishing a basis for standardization in order to prepare this highly innovative and convenient charging technology for mainstream use. BROSE-SEW has developed its system in full compliance w?th the standard and can thus already offer it to its customers for installation in vehicles.

Inductive charging technology as a prerequisite for widespread electric mobility

Wireless charging technology enables vehicles to be automatically recharged at every short stop, e.g. at traffic lights and railway crossings or in multi-level car parks or parking spaces. This is not only kinder to the power storage unit, but also ensures that the vehicle has enough power for its maximum range. Subsequently, the size of expensive batteries can be reduced bringing about significant savings in costs and weight.

Sharp -Rinspeed’s official multimedia partner

The renowned Swiss car and concept designer Rinspeed is cooperating w?th Sharp, one of the world’s largest technology corporations, w?th regard to its new concept car ?Dock+Go’ for the eighth time. An extraordinary concept deserves an extraordinary presentation. And as always, Sharp guarantees this w?th a range of state-of-the-art LCD TVs boasting innovative technologies that give the viewer an even better understanding of the ideas and characteristics behind this new concept car, pin sharp and w?th unprecedented colour brilliance. Thanks to their advanced technologies, the newest Sharp TVs are especially power efficient, which is completely in keeping w?th Rinspeed’s philosophy.

Quattron stirs up colour television

In the spring of 2010, LCD pioneer Sharp revolutionized the flat TV market w?th its Quattron technology. Today, the unique four colour technology forms the basis of the future generations of Aquos LCD TVs. The electronics corporation is gradually expanding its LCD TV line-up and supplementing its series w?th 3D technology and a direct internet connection. SHARP continues to focus on the best image, innovative designs, the best environmental performance in the market and large screen sizes.

The Quattron technology adds a forth colour yellow (Y) to the three basic colours red, green and blue (RGB). The thus expanded colour scale allows for the lifelike colour reproduction of almost all colours that the human eye can see without an aid. In particular golden yellow. The highly efficient Quattron panel in connection w?th the power efficient LED background lighting produce not only impressive images, but power consumption is also reduced to an absolute minimum.

Sharp /This is Why – Sharp has been an inventor for society for almost a hundred years. We don’t invent for the sake of it, we believe our products should solve real human problems to benefit our culture and wellbeing. We always look for opportunities to improve our lives; for the home and business, for the environment and society, and we provide solutions w?th the user in mind, w?th simple human benefits.As part of our continued commitment to future innovation, we employ 8,000 researchers in facilities around the world and invest over 6.5% of our net sales in R&D. We’ll always strive to make products that our competitors want to imitate. We’ll always look for the next opportunity to invent for our society, and then we’ll tell you why we’ve innovated.

Sharp /This is Why – Did you know?

Our founder, Tokuji Hayakawa, invented the first mechanical pencil, the Ever-Sharp /This is Why we are called Sharp.
Sharp believe, as we make products that rely on energy, we should create energy too /This is Why we have been developing solar technology for over fifty years and continue to be leaders.
Sharp are leaders in LCD technology. We were the first to introduce this technology to calculators and invented the first LCD TV in 1988 /This is Why we continue to lead the way. Today we produce the largest LCD TV at 108-inches.
Sharp understand the demand for healthy food w?th the modern day lifestyle and diets /This is Why we invented a convenient microwave that’s also a healthy, easy-to-use steam oven, for meals w?th more taste and nutrients.

Studer exclusive surfaces – Exclusive Interior Design Materials

Rinspeed’s brand new concept car Dock+Go takes off

Studer Handels AG distributes a wide range of top-quality and also innovative materials for interior design. Two of these materials are now fitted into a motor vehicle for the very first time. Frank M. Rinderknecht chose Invision for the roof of Rinspeed’s Dock+ Go concept car, an eye-catching transparent glass made by Designpanel. Invision is in fact PET glass w?th inlays made of organic materials.

Exciting innovations

The car’s ecological appeal is accentuated by its natural environment-friendly roof w?th its embedded green blades of grass. Invision panels are normally used for room design, in the private as well as public domain. The inclusion of nature brings a feel good atmosphere into the living ambience. This is stunningly demonstrated by the bar top, the table surfaces and the special bar stools on the Rinspeed exhibition stand at the Geneva motor show. Organic materials, cool metals or delicate textiles embedded in transparent plastic. The prerequisite for these innovative surface compounds is a specially developed technique. The panels in the nature series are made of materials of organic origin. Their transient beauty is captured in a long-lasting synthetic material. Individual inlays can be fabricated upon request. In the interior of the car another Studer Handels AG high tech product finds a striking implementation.

Stone-like Staron? by Samsung.

Placed in the center of the dashboard it serves as a support for the latest computer developed by Harman. The black solid surface material has metal inclusions, is compact and homogeneous and can be worked like solid wood. únlike stone it feels warm to the touch and is appealing. Staron can be thermoformed w?th heat and seamlessly glued. Individual parts can therefore be assembled without expensive moulding. The ventilation nozzles on the dashboard by Ebersp?cher are a very good example. Staron? is a moulded, non porous solid surface material, consisting basically of a high-quality natural mineral. Available in panels it is made of one third acrylic and two thirds bauxite, the raw material used for the manufacture of aluminum. únlike wood or stone, Staron? by Samsung is very shock-resistant, robust, non porous and therefore extremely hygienic. Studer Handels AG is your competent partner for solid surfaces and exclusive materials for interior fittings.

Takata-Petri

With so many people involved in the development of a whole range of sustainable transportation concepts, approaches to the problem are bound to be varied. Rinspeed’s Dock+Go concept is an example of the successful implementation of one of these ideas. This impressive concept fuses two components, or technologies, into one innovative system. A unique smartphone docking station is integrated into the §teering wheel. This goes way beyond the standard charging cradle, transforming the §teering wheel into an on-board communication center which is clearly visible to the driver at all times. It takes the driving experience to a whole new level, where functionality, infotainment and entertainment are all part of the same integrated concept.

Specifically designed for the Dock+Go, a number of innovative ideas have been incorporated into the airbag §teering wheel. By vacuum packing the driver’s airbag so that it is ultra-compact, enough space has been created for the docking station. The Vacuum Folding Technology (VFT) used in the airbag concept, which received a 2011 Automotive News PACE Award, has taken design in a whole new direction. The layout of the §teering wheel plus the use of optical effects and high-grade materials and surfaces combine to create a complete visual and tactile experience. Vehicle design is an expression of style and lifestyle. And yet many interior components are often very similar and unremarkable. The patterned safety belt breaks w?th convention and adds a dash of chic to the interior. At the same time, the different design on the underside is an added safety feature, immediately indicating when the belt is twisted.

Airbags and safety belts are the cornerstones of modern passenger protection. As well as being safety features, they have become part of the interior design concept in modern-day vehicles, adding to the character and identity of a car. A striking design should be an eye-catcher – and a head-turner! Driven by prevalent issues such as safety, the environment, information and affordable transportation, the automotive is currently going through a period of far-reaching change. As one of the leading global developers and suppliers of automotive safety systems (safety belts, airbags, §teering wheels, child car seats, electronics and sensor systems), Takata is strongly placed to help actively shape the future of the in partnership w?th automobile manufacturers.

Takata has 49 plants in 18 countries and employs over 34,500 people, every one of whom is committed to turning innovative ideas into reality. Their common goal is to reduce the number of fatalities in road traffic accidents to zero.

TE Connectivity

Converting the potential into the inevitable

This is truly an exciting time. Hybrid and electric mobility is the most significant change to the automobile in over 100 years. Everything is being re-imagined. And w?th more than 50 years of experience in automotive connectivity systems, high-voltage electricity, and pushing innovation from one to the next, from the charging socket, to the battery, to the motor-and everywhere in between- TE Connectivity is safely and reliably connecting and protecting the flow of power and data.

Vehicles represent one of the most challenging engineering environments in the world. Exposed to regular temperature fluctuations, continuous vibration and frequent neglect, they’re still expected to operate flawlessly for years. Hybrid and electric vehicles take the requirements to an even higher level: They need to reduce mass to improve the power-to-weight ratio. The high-voltage electricity must be shielded to protect the function of in-vehicle electronics. The safety of consumers, technicians and emergency first responders cannot be compromised. That’s why OEMs rely on the safety and reliability of TE’s contactors, sensors, cable assemblies and AMP+ connectors and terminals.

TE has nearly every component it takes to create your EV charging solution. From cables to contactors, meters to card readers, screens to sockets, we’ve already solved how it all goes together. Level 1 and 2 Charging Coupler Cable Assemblies, Contactors/Relays, and Inlets safely deliver electricity to the vehicle to charge the battery. Major OEMs around the globe rely on TE technologies as the one of the largest suppliers of automotive connections in the world. TE is more than your source for world-class technology. We team w?th you in innovation. We work side-by-side w?th engineers in virtually every to create smarter, faster, better answers to the challenges of tomorrow. No matter what your business is bringing to Hybrid and Electric Mobility Solutions, you can depend on TE to help complete the connection.

While TE Connectivity (TE) has made every reasonable effort to ensure the accuracy of the information in this editorial, TE does not guarantee that it is error-free, nor does TE make any other representation, warranty or guarantee that the information is accurate, correct, reliable or current. TE reserves the right to make any adjustments to the information contained herein at any time without notice. TE expressly disclaims all implied warranties regarding the information contained herein, including, but not limited to, any implied warranties of merchantability or fitness for a particular purpose. The dimensions in this editorial are for reference purposes only and are subject to change without notice. Specifications are subject to change without notice. Consult TE for the latest dimensions and design specifications.

voestalpine is setting new standards in lightweight automotive

A New Dimension in Lightweight Construction

Maximum strength and corrosion resistance: phs-ultraform? is an innovation from voestalpine combining the benefits of press-hardened components w?th the tried-and-proven corrosion resistance of galvanized steel strip. phs-ultraform? opens the door to a new dimension of lightweight construction w?th regard to freedom of design, dimensional accuracy and process security. It is the futuristic solution in particular for safety-relevant components that are subject to heavy corrosion. phs-ultraform? thus makes a decisive contribution to the issue of lightweight construction and is therefore highly relevant for electrical mobility applications.

phs-ultraform? is remarkable for the numerous impressive benefits it offers such as extreme strength of up to 1,800 MPa, cathodic corrosion protection, complex components and the possibility of processing blanks made from a wide variety of materials and in various thickness combinations (tailored welded blanks). For the first time, press-hardened components made of phs-ultraform? can be reliably manufactured using either the direct or the indirect process. In the direct hot forming process, steel blanks are heated to a temperature of approximately 900 °C and then shaped into their final geometry and hardened in a cooled mold. voestalpine is the first steelmaker to be able to produce hot-dip galvanized material for components w?th cathodic corrosion protection manufactured using the indirect process. This is where voestalpine benefits from its many years of series production experience w?th the indirect process. In the indirect process, blanks made from phs-ultraform? – including those that are laser-welded – are formed and cut to the final geometries using conventional cold-forming technology. The component geometry is merely hardened and finalized in a heated state. Moreover, voestalpine, as an innovation leader, is able to manufacture clock-cycle-neutral components w?th ‘tailor-made’ properties (tailored property parts). phs-ultraform? components are the futuristic solution for safety-relevant components that are subject to heavy corrosion, such as those used for longitudinal members, A and B pillars, side panels, sills, tunnels and bulkheads. Besides these classic applications, phs-ultraform? is increasingly being employed for doors and hatches. phs-ultraform? is thus setting new standards in automotive construction. phs-ultraform? technology makes an important contribution to reducing fuel consumption and at the same time is significantly enhancing occupant protection. Steel as a material is thus successfully and futuristically facing up to the challenge posed by alternative materials such as aluminum and CFRP (carbon fiber-reinforced polymers).

voestalpine is your partner from development to the finished product, providing software simulation of the entire process chain through to the properties of the final component. Stay that decisive step ahead in the lightweight construction of the future w?th voestalpine.

The voestalpine Group

voestalpine is a globally operating group w?th a large number of specialized and flexible companies that produce, process and enhance high-quality steel products. With 360 production and sales companies, the group is present in over 60 countries on all five continents. With its top-quality flat steel products, voestalpine is one of Europe’s leading partners in the automotive, household appliance and energy industries. The voestalpine Group is also the world market leader in turnout technology, in tool steel

In the years following the end of World War II, motor racing see a much greater influence from the aviation and aerospace industry in designing aerodynamically efficient designs to reduce drag and increase overall top speed. Then in the early 1960s, Jean-Luc Lagardere of Dassault Aviation would make a bold proclamation.

The 1970 and 1971 editions of the 24 Hours of Le Mans would see the Porsche 917 absolutely dominate the proceedings. Porsche would just be one of a long line of German, British and Italian manufacturers to dominate the French classic since Louis Rosier and his son won the race back in 1950. The French desperately longed for a win by a French manufacturer in their own race. But, it just wouldn’t come. Not until Jean-Luc Lagardere arrived on the scene.

Lagardere had studied electrical engineering, and, upon graduation, would have a job with Dassault Aviation. Being involved in aerospace, Lagardere would become familiar with the numerous sub-contractors that would work with Dassult on numerous different projects, including missile development. One of those sub-contractors Lagardere would quit and go work for as chief executive. The company was known as Engins Mecanique Aviation-Traction, or MATRA.

Matra would actually be found to be involved in a number of different industries. From space to aviation, refrigeration, plastics, remote controls and a number of other civilian enterprises, Matra was involved in just about everything.

Being involved in the aviation industry, particularly weapons projects like missiles and the Mirage fighter jet, Matra would become very familiar with plastics and composite construction. Of course, tolerances in the aviation industry suited motor racing almost perfectly, and therefore, it was not at all surprising when Lagardere found out Matra had a motor racing division building racing cars for Rene Bonnet. Although Matra had earned a reputation for building quality racing cars like the Djet, Bonnet’s company was suffering and close to closing altogether. And although Lagardere was by no means interested in motor racing growing up, he would set about making Matra as good as the Italian, British and German manufacturers dominating so much of motor racing at the time.

Lagardere was very much an entrepreneur. And upon joining Matra in 1963, and discovering its racing division shortly thereafter, Lagardere would quickly assemble some incredibly lofty goals for the company. Being the ‘tireless entrepreneur’ that he was, Lagardere would make the incredible announcement, despite Matra not being involved in any upper levels of motor racing, that Matra would, ‘use the coming decade to master motor racing—and win the World Championship for constructors.’

This was the plan. As far as Lagardere was concerned, he was setting clear goals while providing the motivation and impetus to see them carried through. However, many others would read his words and would come to think of Lagardere as brash or just plain cocky. Only time would tell which was true.

Everyone, especially Lagardere, knew it would not happen overnight. That is why he gave the company a decade. But each and every year they would have to make consistent strides to be able to be counted amongst the best.

Matra-Sports would be founded in 1964 and would immediately set to work progressing toward Lagardere’s goals. Being involved in aviation and composite construction the company already had a good foundation upon which to build. Therefore, they would take the remainder of the Djet fiberglass bodies and would make upgrades to it to produce the first prototype called the M610.

The first prototype, the M610, would have a Lotus twincam engine. The M620, the next prototype would be mated with a BRM 1.5-liter V8 engine, the same kind that had powered Graham Hill to his World Championship in 1962. However, instead of 1.5-liters, the engine would be upgraded to a 2.0-liter version.

The models would keep coming. In order to continue its necessary pace, Lagardere knew he would need the funds of a car manufacturer to help sustain the effort. And by 1967, Simca, which was a Chrysler’s French company, would back the project. This would give rise to the Matra-Simca name and the ‘MS’ proceeding the prototype model numbers.

Fresh with Simca backing, the company would produce its next prototype, its MS630. A dramatic tubular chassis featuring smooth flowing lines, as well as, unique features aimed to make the car both aerodynamically and practically efficient. Jean-Pierre Beltoise would describe the car saying, ‘The grip is excellent, the only criticism is the slightly heavy steering, which makes it more difficult to control the tail on opposite-lock.’

All while Matra had been focusing on building its own chassis, it had also been very busy designing and building its own engine capable of competing and defeating the best in the world. Matra’s motor racing program was truly immense in its scope. Not only would the company be busy designing a prototype to go and capture Le Mans, but it was also just as busy designing a chassis to compete for the Formula One World Championship. To top everything off, Matra would also set out to build a big V12 engine to power both.

Near the end of the 60s decade the decision would be made to focus on Formula One first. Therefore, the sports car program would slow and the majority of the focus would be placed on the new V12 engine and the chassis.

Though the engine would not be ready in time, Matra would enter its MS80 chassis for the Formula One World Championship in 1969. And with Jackie Stewart at the wheel of the Matra chassis with a Ford Cosworth DFV engine, Matra would dominate the season. Stewart would take the Driver’s Championship and Matra-Ford would win the Constructors’ Championship. With that, Matra had reached one of its goals, and well within a decade. Now it just needed to go after Le Mans.

After the MS640, Matra would produce the MS650 for the 1969 season. There would end up being a number of design elements of this car that would carry on through the derivatives to follow. Of course, one of the biggest aspects that would continue to be developed but that would carry over from the MS650 to the following examples would be 3.0-liter V12 engine.

The improvements would be made in design and performance. After the MS650, Matra would introduce its M660 at Le Mans in 1970. In the 1971 running of the French classic, the 3.0-liter V12 Matra engine powering the MS660 would actually manage to keep a distant pace compared to the Ferrari 512s and Porsche 917s. And by the mid-morning hours Chris Amon would be running in 2nd place until a fuel-metering problem caused him to come to a stop along the Mulsanne.

Lagardere and the rest of the people at Matra-Sport knew they were heading in the right direction. Like everything in life, to be successful the team just needed a little providence. And providence wouldn’t be knocking any more clearly than what it was the following year.

As a result of Matra’s focus on taking the Formula One World Championship, as well as, wanting to win at Le Mans, the company had been focused on building a 3.0-liter engine for Formula One. While this would be a disadvantage against the bigger engines powering most all of the prototypes racing at Le Mans, efficiency could make up for much of the performance lost. Therefore, this is why Lagardere would make the decision to focus on developing the engine for Le Mans and would allow the Formula One program to run with the Ford Cosworth DFV engine for the 1969 season.

Then, heading into the 1972 24 Hours of Le Mans providence would swing things very much in the favor of Matra. The bigger engines would be banned in favor of 3.0-liter engines, the same as that used in Formula One. This was an amazing breakthrough for Matra as they had already developed its 3.0-liter V12 engine and it had already proven itself in a couple of the 24 hour races. All the team needed to do was to build a car around the engine that was capable of being aerodynamically efficient and incredibly predictable in handling to keep its drivers comfortable for 24 hours of racing. Enter the MS670.

Matra’s designer, Bernard Boyer, would start out designing the MS670 using what, of the previous prototypes, had proven itself to be working and effective. Therefore, just a quick glance of the MS670 would cause many to think they were looking merely at an updated version of the MS650 and MS660 instead of an all-new model.

Immediately recognizable as the MS650 or MS660 would be the low-profile wide-mouth radiator inlet positioned across the nose of the car. The front wheel fenders then were pulled in and blended into the inlet in the nose. This design, of course, was meant to help direct airflow around the side of the car. The sweeping arc of the pulled in fenders would help prevent airflow from becoming blocked as it passed around the side of the car. Of course, with the sides pulled in as they were the all-important headlights necessarily had to be positioned in an offset ‘I’ configuration.
Just back from the nose would be two deep channels meant to use the air flowing over the top of the fiberglass panel to create a low pressure that would help pull the air through the radiator thereby improving cooling operations. This would be a feature that would be very prevalent in grand prix cars of the day and would be even used in the Ford GT40 Mk II.

The front suspension of the car would be very straight-forward. It would feature a double wishbone arrangement with coil springs placed over dampers. To aid in stability and to provide that all-important comfort and ease to the drivers for 3,000 miles an anti-roll bar would be utilized in the suspension arrangement as well.

The same set-up would exist at the rear of the car with just some minor adjustments in order to provide the best fit and the best possible arrangement for ease of maintenance, which would be important over the course of a 24 hour race. Besides the wishbones, coil springs over dampers and anti-roll bar, the rear suspension, just because of layout concerns and arrangement, would use trailing arms.

One thing that would be the same at each corner of the car would be the use of Girling disc brakes on each of the wheels. This, combined with the rack and pinion steering and suspension, would help to provide the stable handling and assuredness needed.

The top line of the bodywork would flatten out before slightly rising to cover the back wheels and providing a mounting position for the endplates attached to the rear wing. The area of the two-seat cockpit and the engine position in between and behind the seats would sit down in somewhat channeled out fiberglass bodywork.

The actual driver’s cockpit would be surrounded by an aerodynamic shroud that actually wrapped tightly around the driver in the cockpit. The cockpit would be simple in its layout. Power from the 450 bhp 60 degree V12 Matra engine would be delivered to the rear wheel drive via a ZF 5 speed manual transmission. Right to the back of the driver would be the large roll hoop and the airbox for the engine. Matra would actually come to innovate the airbox idea placing the air inlets for the engine in between the banks of the engine so that they would be close together. By placing them close together such an airbox could be created that would efficiently channel air into the engine thereby increasing power, and actually helping to make the car more aerodynamically efficient at the same time.

Besides the airbox, more air would be captured running along the side of the car. This air would be channeled and would be used for other functions on the car like cooling the rear disc brakes.

Really, the final design element to the MS670 would be the rear wing. In the case of Pescarolo and Hill, their version of the MS670 would be the short-tail. Therefore, as the name implies, the shorter tail would cause the endplates and the rear wing to be moved further forward than what they were on either of the other Matra team cars entered in the 1972 24 Hours of Le Mans. And as a result of the short-tail design, the rear wing would actually be smaller in width than the other. However, this would be a little consequence since the rear wing would be really nothing more than a large main plane that would have a much smaller adjustable plane attached to the backside of the main plane.

The one thing about the design of the endplates being incorporated into the inboard portions of the rear wheel fenders is that the narrow channel created in the bodywork would really help to make the rear wing much more efficient. The narrow channel between the rear fenders would utilize the endplates, effectively, as blockers to the flow of air out to either side and would force the airflow toward the rear main plane of the wing. From there, it would either be forced under or over the main plane helping to make the rear wing a bit more efficient.

The design, its elements; the powerful engine and overall reliability of the Matra-Simca chassis and engine would all work to near perfection on the 10th and 11th of June in 1972, the first year for the chassis design.

Matra would enter four cars. Three of them would be MS670s. The other would be an updated MS660. Out of the four that would start the race, two would end up finishing. But it would be the kind of finish everyone at Matra would long to see.

After a spirited fight for the lead throughout the event, it would be the number 15 short-tailed Matra-Simca of Henri Pescarolo and Graham Hill that would survive in the best shape. They would end up taking the victory by eleven laps over the number 14 sister-car driven by Francois Cevert and Howden Ganley.

Jean-Luc Lagardere and Matra would do it. All of the goals laid out so brashly less than a decade prior had been achieved. A French manufacturer would win the World Championship and would win Le Mans. And the team would do it with a French driver at the wheel. It had been since 1950 that a French car and driver had won at Le Mans, but Matra had added their name to the record books. What was more, by bringing Graham Hill on, despite it being the later-stages of his racing career, Matra-Simca would have the honor of providing Hill the third part of his quest for motor racing’s Triple Crown.

Lagardere would later explain his comments made years earlier. He would explain how he was setting very clear goals that were as much motivation and words of what could be possible than that of cockiness. He would say it this way: ‘A team must know exactly what they are doing, and why they are doing it. My job has been to get it across what the aims are, and to carry the job through. The team knew we could go a long way and their efforts proved what I said in the first place.’

In a very short period of time Matra-Simca would go a very long way. Their hard work and belief in what was possible would lead to championships for drivers and would propel men into the realms of greatness that would only continue to inspire future generations of hopeful racing drivers. That is Matra’s legacy. That is the place the MS670 has in motor racing history.

Italian design house Stile Bertone is famous for some of the most beautiful cars in history and none of the company’s concepts are more famous than the 1970 Lancia Stratos HF Zero. The futuristic design of that prototype will always be alive in the hearts of many sports car fans around the world. And it appears like the company is planning to keep it that way. They have released teaser sketches of a new concept car which will be shown off at the Geneva Motor Show next month. It has been designed by Michael Robinson, the company’s Design Director.

Named Nuccio, after Giuseppe “Nuccio” Bertone, the son of the founder of the company, the new concept sports car will be part of the company’s centennial celebrations and appears to be possibly inspired by the wedge-shaped mid-engined rear-wheel drive supercar designs of the 1970s, the best example of which is the HF Zero (pictured above).

From the sketches, it looks more like a next generation Stratos HF Zero. Similar to the HF Zero, the new concept sits very low to the ground and has been colored orange. But it has been modernized and features LED single-bar headlights and taillights along with a more curved body.

We can see muscular haunches with massive wheels, and twin rear windows. We definitely won’t have to wait too long to learn much more about it such as what’s under the hood. But since they are modernizing it, a solar panel on the top will be a wonderful addition. What do you think?

After its debut at the Geneva Motor Show, the Nuccio will make its way to other exhibitions including the Beijing Motor Show in April, the Museum of Turin in May, Laguna Seca USA in August, and Florence in September.

Though the car won’t make its public debut until next month at the Geneva Motor Show, leaked renderings have provided us an early look at the Infiniti Emerg-E concept. As seen here, the Infiniti Emerg-E wears a curved, futuristic two-door body that hides its advanced drivetrain.

The car itself is no surprise: we first heard rumors of a two-seat Infiniti electric car in September 2011. Infiniti has previously admitted that the two-seat Emerg-E concept will debut in Geneva next month with an extended-range electric drivetrain. That means that, like the Chevrolet Volt, the Infiniti will be an electric car that can use a small generator to recharge its batteries on the move.

The Emerg-E will drive almost exclusively on electrical power, and is expected to borrow the 80-kW electric motor and lithium-ion battery from the Nissan Leaf.The 1.2-liter range extender will be mid-mounted in the Emerg-E, which helps to improve the car’s balance, in keeping with the concept’s sporting intentions.

Nissan executives have previously described the Infiniti Emerge-E as, “our vision for a totally new kind of inspired premium performance car… The natural next step was to push the boundaries where performance and the environment intersect.”

If the Infiniti Emerg-E concept evolves into a production car, don’t expect it to launch for another year or so. Parent company Nissan’s next electric offering will be an all-electric small van, which should arrive some time in 2013. A production version of the Infiniti electric car wouldn’t likely emerge before 2013 — or maybe not until 2014.

Ferrari at AutoClassica in Milan
 

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2012 MINI Clubvan Concept
OverviewWallpaperImagesSpecifications?Image credits: ? MINI.

2012 MINI Clubvan Concept news, pictures, and informationTweetMore space for style: The MINI Clubvan Concept. Compact lifestyle van for business and leisure – First concept of its kind in the premium segment – World premiere at the Geneva International Motor Show 2012.

Stand-out-from-the-crowd style can also be amazingly practical – and practicality surprisingly attractive. The MINI Clubvan Concept brings apparently conflicting profiles together into a single package, paving the way for an innovative vehicle concept without parallel in the premium small car §egmènt. The MINI Clubman-based concept car, scheduled for its world premiere at the Geneva International Motor Show 2012, combines the driving fun for which MINI is renowned w?th increased load-carrying capability. The MINI experience will therefore find its way into new areas of life, the brand’s distinctive character gaining new popularity among target groups not previously on the MINI radar.

The closed-off load area behind the front seats and the opaque rear side windows of the new concept set it apart most strikingly from the MINI Clubman. The MINI Clubvan Concept uses its broader skill-set to open up new usage possibilities – both business and leisure. Where a business’s customers, product range and operating environment demand a particular style for its vehicles, a premium model can make the perfect delivery solution. For example, a car in the mould of the MINI Clubvan Concept would fit excellently into the fleet of a fashion designer, art gallery owner or event caterer. And its abilities as an all-rounder also tick the right boxes for a photographer w?th a stack of camera, tripod and lighting equipment to ferry around during the week – and bulky sports and leisure gear to pile on board at the weekend.

The MINI Clubvan Concept pulls off the trick of blending enhanced practicality and a well-judged lifestyle focus w?th natural ease. This ability is based on the impressive adaptability that goes to the heart of the MINI brand’s heritage. Calls for maximising the load capacity of the classic Mini began as early as 1960, just a year after the car’s birth. And they were soon heeded. With its 10-centimetre-longer wheelbase, separate load compartment and split rear doors, the Morris Mini Van was perfectly equipped for commercial use. It also provided the basis for the fully glazed, four-seat Morris Mini Traveller, one of the precursors of today’s successful MINI Clubman. And so, more than 50 years on, the MINI Clubvan Concept sees history repeating itself – albeit in a slightly different order.

Two seats, five doors, endless usage potential.
Limiting the car to two seats creates the capacity its owners will need on a day-to-day basis, as well as opening up a whole new world of customisation potential. The load compartment of the MINI Clubvan Concept embodies the car’s fresh and rigorous interpretation of the principle used in the classic Mini – of providing the maximum amount of interior space on the smallest possible footprint. The load area reaches from the split rear doors right up to the partition grille behind the two seats. The totally level floor makes full use of the interior’s depth, and that allows the concept car’s load capacity to exceed the maximum achieved by the MINI Clubman.

Six attachment loops recessed into the load compartment floor use elasticated straps to hold items of varying lengths, heights and widths in place – without the risk of them sliding around. Added to which, the partition grille, which is fixed securely to the car body, ensures that items stowed in the load compartment cannot find their way into the front seats, even under extremely heavy braking. The lower section of the partition is made from solid aluminium, while the upper section consists of a silver-coloured stainless steel honeycomb grating. The side walls and floor of the load compartment are trimmed in high-quality anthracite-coloured cloth. The anthracite roof liner, meanwhile, extends along the full length of the interior. This uniform colour scheme emphasises the pure-bred, practicality-oriented character of the MINI Clubvan Concept.

Like the MINI Clubman, the MINI Clubvan Concept is a five-door car w?th a twist. Two front doors for the driver and front passenger, two side-hinged doors at the rear and the rear-hinged Clubdoor on the right-hand side create comfortable access to the interior. The Clubdoor gives owners the option of loading or unloading smaller items from the side of the car as well as the rear.

The generous levels of space on board the concept car can be exploited in a variety of ways. Commercial users will be particularly pleased to discover the scope for configuring the load compartment to personal requirements. For example, tools and goods can be stored neatly and securely in made-to-measure drawers or shelving units. 12-volt plug sockets in the rear area of the load compartment provide additional practicality.

Exterior design: shields from prying eyes, cuts a distinctive figure.

Impressive practicality and the brand’s time-honoured style lend the MINI Clubvan Concept its unmistakable character. Sharing the exterior dimensions of the MINI Clubman and boasting cleverly increased storage capacity, the concept car is the first premium model in the small car-based van §egmènt. The exterior appearance of the MINI Clubvan Concept marks it out immediately as a MINI – and therefore as a premium product. The function-led design modifications have no impact on the car’s proportions and hallmark MINI design language, but they do give customers the opportunity to combine the demands of commercial use w?th an appreciation of individual style.

The MINI Clubvan Concept comes w?th British Racing Green exterior paintwork, which extends to the roof, C-pillars and exterior mirror caps. As is usual for vehicles charged w?th transportation tasks, the rear side windows of the MINI Clubvan Concept are opaque. Polycarbonate sections – their outer surfaces painted in the car’s body colour – and heavily tinted glass for the rear doors make it difficult to see into the load compartment.

The unbroken paintwork along the car’s flanks offers extensive scope for individualisation, which the MINI Clubvan Concept highlights to eye-catching effect. The sealed side windows bear the logo of a sign design company based in the MINI’s native Great Britain. The hand-applied graphics lend the vehicle a personal look. Indeed, the ultra-versatile MINI carries both its cargo and the company’s promotional message w?th a uniquely stylish verve. The MINI Clubvan Concept presented in Geneva lends this form of customisation a piquant authenticity – on two fronts. The British company that has literally left its stamp on the MINI Clubvan Concept creates similar vehicle graphics for its customers. And the MINI Clubvan Concept showcases how these might look when applied to a MINI van.

Source – MINI
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Cooper Clubman
Countryman

? V8 powerplant w?th 450 hp, 430 Nm (317.15 lb-ft)

? High-performance brakes w?th wave discs

? únique combination of dynamics and everyday practicality

A modern classic from Audi is making a comeback: The third-generation RS 4 Avant combines potent performance w?th a high level of everyday practicality. It’s 4.2-liter V8 produces 331 kW (450 hp); the seven-speed S tronic and quattro permanent all-wheel drive transfer that power to the road.

The Audi RS 4 Avant uses the same high-revving, normally aspirated V8 engine that powers the RS 5 Coupe. The 4,163 cc powerplant produces 331 kW (450 hp) at 8,250 rpm for a specific output of 108.1 hp per liter. Its maximum torque of 430 Nm (317.15 lb-ft) is available from 4,000 to 6,000 rpm. The responsive V8 w?th its red-painted cylinder head covers accelerates the RS 4 Avant from zero to 100 km/h (62.14 mph) in 4.7 seconds on its way to a governed top speed of 250 km/h (155.34 mph). This can be increased to 280 km/h (173.98 mph) upon request.

Engine : 4.2 L., 8-cylinder
Power: 450 hp
Torque: 317 ft-lbs
Hand-built at Audi’s plant in Gy?r, Hungary, the 4.2 FSI engine combines its impressive power w?th exemplary efficiency, consuming on average less than 11 liters of fuel per 100 km (21.38 ú.S. mpg).

With its high efficiency and long top gear, the standard seven-speed S tronic also contributes to the vehicle’s good fuel economy. Drivers can let the lightning-fast dual-clutch transmission shift automatically or change gears manually using the selector lever or the paddles on the §teering wheel. For explosive starts, drivers can also activate Launch Control, which manages the engagement of the clutch at an optimum starting speed and minimum wheel slip.

Top traction: quattro drive w?th crown-gear center differential
Like every RS model from Audi, the RS 4 Avant comes standard w?th quattro permanent all-wheel drive. The heart of this system is the crown-gear center differential. This compact and lightweight component can vary the distribution of power between the front and rear axles immediately, smoothly and over a wide range, w?th up to 70 percent flowing to the front or as much as 85 percent to the rear. The default 40:60 ratio of the rear-biased configuration ensures sporty handling.

The self-locking crown-gear center differential works together w?th the torque vectoring system, which acts on all four wheels. If the load on the inside wheel is reduced too much while the car is being driven dynamically, the torque vectoring system brakes it slightly before unintended slip can occur. Audi offers the sport differential, which uses two superposition stages to actively distribute the power between the rear wheels, as an option.

Aluminum in abundance: the chassis
The chassis of the Audi RS 4 Avant is a very complex design. Many components of the five-link front suspension and the self-tracking trapezoidal-link rear suspension are made of aluminum. The new speed-dependent power §teering is a highly efficient electromechanical system w?th a direct §teering ratio for highly precise road feel. It helps the driver stay on course by making slight §teering corrections when braking on surfaces w?th different amounts of grip.

The taut RS setup lowers the body by 20 millimeters (0.79 in) compared w?th the Audi A4 Avant. New, polished 19-inch, ten-spoke forged aluminum wheels shod w?th 265/35-series tires are standard. Audi also offers 20-inch wheels w?th 265/30-series tires. These are available in a new, polished, titanium-look, five-V-spoke design plus two additional variants in the five-arm rotor design.

Mounted behind the large wheels are internally vented wave disc brakes measuring 365 millimeters (14.37 in) in diameter up front. The steel friction rings w?th their wave-like outer contour are perforated and connected to the aluminum brake caps via pins. This concept reduces tensions, quickly dissipates heat and prevents transmission of temperature peaks. The new shape of the friction rings shaves a total of roughly three kilograms (6.61 lb) off the unsprung weight.

The calipers are painted high-gloss black; the front calipers have eight pistons each and sport RS logos. The ESP stabilization system has a Sport mode and can be fully deactivated. For the front axle, Audi offers the option of 380 millimeter (14.96 in) carbon fiber ceramic discs and six-piston calipers in anthracite gray. The ceramic brakes are especially lightweight, robust and durable.

The Audi drive select driving dynamics system is among the standard equipment for the RS 4 Avant. With it, the driver can switch between three modes – comfort, auto and dynamic – to determine the characteristics of the §teering, the seven-speed S tronic and the throttle valve. Audi drive select can even vary the sound of the exhaust system, double-declutching when downshifting in dynamic mode. If the car is equipped w?th an Audi navigation system, a largely driver-configurable custom mode is also available.

In addition to the sport differential, another component available for Audi drive select is dynamic §teering. It varies its §teering ratio by nearly 100 percent depending on the speed driven and automatically countersteers slightly at the cornering limit for even more precise and stable handling.

Another particularly dynamic damping technology available as an option from Audi is the sport suspension plus w?th dynamic ride control (DRC). Oil lines and a central valve connect diagonally opposed pairs of shock absorbers. During fast cornering, the system boosts the stabilization of the front outside wheel, for example.

The damping characteristic of the sport suspension plus is variable, w?th a choice of three settings available via Audi drive select.

Athletic: the exterior design
The exterior design flaunts the athletic character of the RS 4 Avant. The hexagonal single-frame grille is set in a frame w?th a matte aluminum-look finish; its honeycomb insert is finished in high-gloss anthracite. LED daytime running lights encircle the xenon plus units like a clasp in the wedge-shaped headlights. The air flows through large openings divided by crossbars and embedded in a distinctive bumper featuring a splitter edge like on a race car.

When viewed from the side, the chiseled side sill caps and flared wheel wells catch the eye. The flared rear side elements w?th sharp horizontal upper edges are a nod to that all-wheel drive pioneer from 1980, the Audi quattro. The side mirror housings and trim strips have a matte aluminum-look finish, and a discrete roof spoiler at the back ensures the necessary downforce.

The distinctive bumpers and the two oval tailpipe caps of the dual exhaust system dominate the rear end and are integrated into an upturned diffuser. Audi also offers a sport exhaust system w?th a voluminous sound and black caps. Elegant light strips adorn the LED rear lights.

The Audi RS 4 Avant is 20 millimeters (0.79 in) longer and 24 millimeters (0.94 in) wider than the A4 Avant, but 20 millimeters (0.79 in) lower. A choice of eight colors is available: one solid and one metallic finish, four pearl-effect colors and the two specially pigmented crystal-effect colors, Prism Silver and Panther Black. The extensively clad underbody integrates air vents for the seven-speed S tronic and the front brakes.

Sporty black: the interior
The interior of the RS 4 Avant is clad completely in black, w?th the exception of the roofliner, which is optionally available in Moon Silver. Chrome clasps subtly accentuate switches and control elements. Carbon inlays are standard, w?th brushed matte aluminum, Aluminum Race, black piano finish or a light stainless steel mesh available as options.

The standard heated front sport seats w?th integrated headrests are power adjustable and covered in a combination of black leather and Alcantara. Fine Nappa leather in either Black or Moon Silver accentuated w?th Stone Gray piping is optionally available. Other options include bucket seats or luxurious, climate-controlled deluxe seats w?th a ventilation function. The thick ring of the leather multifunction sport §teering wheel is flattened at the bottom, and the shift paddles mounted on the back of it sport an aluminum-look finish.

The driver information system w?th color display includes an RS menu w?th a lap timer and an oil thermometer. Both it and the MMI monitor display a special RS welcome screen when the car is started.

The instrument cluster bezel shines w?th a piano finish, and the design of the selector knob of the seven-speed S tronic is unique to the RS. Typical of all RS vehicles, the door openers are two delicate bars. The pedals, the footrest, the air vents, the shift paddles on the §teering wheel, the MMI buttons and other controls shine in an aluminum-look finish. Aluminum inserts adorn the door sill trims, which are accentuated w?th RS 4 badges.

Audi offers exclusive high-grade leather packages for all seating options, including a design package w?th honeycomb quilting for the RS 4 bucket seats. Rounding out the list of optional equipment is a broad range of state-of-the-art driver assistance and communication systems, including the Bluetooth online car phone that connects the RS 4 Avant w?th the Internet.

Options for the luggage compartment, which offers up to 1,430 liters (50.50 cu ft) of cargo space, include a rail system w?th load securing set and a power hatch.

Delivery of the Audi RS 4 Avant is scheduled to begin in fall 2012 at a base price of €76,600 in Germany.