Cadillac Ciel Concept

The Cadillac Ciel Concept - pronounced "C-L," the French translation for sky - is a four-seat convertible that opens a new chapter in Cadillac's design and product ascent, pushing the brand's Art & Science philosophy into a new stratum. Ciel is a new expression of Cadillac's historical grandeur, as well as a celebration of open-air motoring.

"Large, expressive luxury is innate to Cadillac and the Ciel recalls that heritage, while suggesting where the brand can go in the future," said Clay Dean, global design director for Cadillac. "Authentic luxury is driven by experiences, not just products, and Ciel is about the experience of the journey."
The spacious and elegant Cadillac Ciel Concept is a grand gesture that explores themes driving Cadillac's explorations into range-topping flagship luxury. It is powered by a twin-turbocharged version of the 3.6-liter Direct Injection V-6 engine, paired with a hybrid system using lithium-ion battery technology.
Coastal inspiration
Driving California's Highway 1 in an open car while the sun sets, from Big Sur north to Monterey, is the type of journey the Ciel team envisioned during its design.
"The Ciel is about the romance of the drive," said Dean. "It emulates the great touring cars seen on the greens at Pebble Beach, but with a modern flair that projects Cadillac's vision for the future."

The four-door Cadillac Ciel Concept embraces the social aspects of a recreational journey, with generous room for two couples. It evokes the spirit of the classics with a long, low proportion. The doors are French-style, with the rear doors hinged at the rear - there is no B-pillar - to reveal a sweeping view of the dramatic interior. Distinguishing fender lines run from nose to tail, and nickel-plated bright work accents the body lines, enhancing the visual length of the car and honoring Cadillac touring cars of the past.
Cadillac Ciel Concept's exterior flows seamlessly into the cabin, with the body color rolling over on top of the interior door panels. Like the exterior, the passenger space is accented with sweeping nickel-plated trim. It divides the body-color upper sections from a complementing beige lower color. Italian Olive wood, machined aluminum and hand-tipped leather are elements that flow through the interior, complementing the primary colors with warm, rich tones.
"There is authentic craftsmanship in the way the exterior and interior elements meld, much like a vintage wooden boat," said Gael Buzyn, interior design manager. "It is romantic, not only in its form, but the materials - nothing smells as good as real wood and leather. It blends together for a rewarding feeling of uncompromising luxury."

Cadillac Ciel Concept literally and figuratively reflects the driving experience along the California coastline. The Cabernet paint color, developed specifically for Ciel, is inspired by the rich translucence of a glass of red wine held up to the sunlight.
A prominent, polished aluminum windshield frame serves as in important structural element of the vehicle, as well as aesthetic one, recalling classic open cars of the past. Additional exterior cues, including a shield grille and vertical lighting elements, are pure Cadillac, but suggest a more organic interpretation of the brand's signature design language that emphasizes the artistic and natural sides of it. The body sides, for example, are more rounded, sweeping upward. Bright work is used to bring contrast to the deep paint color, but plays a more supporting role.

The car rides on large, beautifully finished wheels that feature brushed nickel plating over milled billet aluminum, matching the materials and appearance of other trim. Carbon ceramic brake rotors are visible behind the 22-inch rims, a visual clue to the Ciel's foundation of performance.
And owing to Cadillac's heritage of advanced technology, the headlamps and taillamps feature LED lighting elements - including a unique daytime running light graphic on the front of the vehicle that is generated with gradated LED lighting.
Elegant, authentic details
Simplicity, authenticity and spaciousness were the guiding principles when it came to developing the Cadillac Ciel Concept's interior.
"With the Ciel, the journey is the thing, so the interior is a place of uncompromising comfort and elegance, with technology that only makes the journey more enjoyable," said Buzyn. "Simplicity and lightness ensure nothing distracts from the open driving experience, while the color and materials lend the feeling that the vehicle's environment blends with the surroundings."

A wheelbase of 125 inches - about 12 inches longer than a CTS sedan - provides generous space. Luxurious seats are bisected by a "floating" center console that runs from the instrument panel to the rear of the interior. It effectively creates a very personal space for each passenger and houses access to hidden connectivity portals for each person in the vehicle - allowing them to make dinner reservations, check the weather at their destination or even upload photos of the trip via social media sights.
Simplicity is also the watchword with the Cadillac Ciel Concept's instrument panel, which features a minimalist gauge cluster that doesn't impede or distract from the outward view. But while reserved in its form, it exemplifies Cadillac's attention to details and its priority on authentic materials. The climate vents, for example, are mostly hidden and their airflow is distributed indirectly.
Transparent gauges deliver their information within a detailed, brushed-aluminum housing that has the intricate depth of a high-quality chronograph. They offer dual readouts - analog and digital - as well as an information hierarchy. Additional interior features include:

• Sloping bolsters on the seats that allow passengers to slide into the seats more comfortably


• A personal device storage area on the front of the console with inductive charging and Bluetooth connectivity


• A power-assisted transmission shifter that deploys as soon as the engine is started


• Lighting in the armrests that combines a natural light well for daytime driving and ambient lighting for nighttime drives


• Door storage areas that are inspired by premium fashion accessories and open with high-quality zippers


• Pull-out blankets are available for all three passengers and retract automatically


• All the seats have heating and cooling features, along with a drawer containing sun lotion, sun glasses and towels, as well as aromatherapy that is controlled from the rear armrest.

But perhaps the defining element of the Ciel's cabin is the incorporation of Italian Olive wood on the doors, instrument panel, console and the front seatbacks, adding warmth and craftsmanship to a car designed to provoke an emotional response.
"Milled solid wood delivers richness and a sensual feeling of authenticity in the visual impact of the grain, its feel and aroma, which a veneer simply cannot," said Buzyn. "Even in our high-tech, connected world, luxury customers crave touches of old-world craftsmanship - the Cadillac Ciel Concept simply reflects that with a blend of the latest technology."

Italian Olive wood is a premium yet sustainable material and the material used in the Ciel came from a single fallen and recycled tree, from a west coast producer of premium olive oil. It was painstakingly prepared, including drying in a kiln, before it was cut for the concept vehicle. The numerous pieces were then photographed so that the grain could be matched precisely. Each component was hand-milled and finished by expert woodworking craftsmen.
The rear seating area is detailed with elegant flourishes. The rear seat passengers can pull a leather tab, which reveals a cashmere blanket that stretches across the seating area to ward off a chill. The wood trim in the rear center console opens to reveal a small humidor, stocked with a few cigars.
"From the materials used to create it to the space and experience it offers passengers, the Cadillac Ciel Concept represents a unique perspective on luxury, but not the only one," said Dean. "Along with other concepts, such as the ULC, Cadillac is demonstrating that the bandwidth of the Art & Science philosophy is wide, indeed - and we're going to make it even wider."
The Cadillac Ciel Concept was developed at GM Design's North Hollywood Design Center, which is managed by Frank Saucedo. Niki Smart was the lead exterior designer, with Buzyn leading interior development.
Source:Netcarshow.com

TVR Sagaris

The TVR Sagaris is a sports car designed and built by the British manufacturer TVR in their factory in Lancashire.

The Sagaris made its debut at the MPH03 Auto Show in 2003. The pre-production model was then shown at the 2004 Birmingham Motorshow. In 2005 the production model was released for public sale at TVR dealerships around the world. Based on the TVR T350,^[1] the Sagaris was designed with endurance racing in mind. Several design features of the production model lend themselves to TVR's intentions to use the car for such racing. The multitude of air vents, intake openings and other features on the bodywork allow the car to be driven for extended periods of time on race tracks with no modifications required for cooling and ventilation. The final production model came with several variations from the pre-production show models e.g. the vents on the wings are filled in, different wing mirrors, location of the fuel filler and bonnet hinges. There are other subtle differences as well.

As with all modern TVRs the Sagaris ignores the European Union guideline that all new cars should be fitted with ABS and at least front airbags because Peter Wheeler believed that such devices promote overconfidence and risk the life of a driver in the event of a rollover, which TVRs are engineered to resist.^[2] It also eschews electronic driver's aids (such as traction control or electronic stability control).
The car's name comes from the sagaris, the Greek name of a lightweight battle-axe used by the Scythians which was feared for its ability to penetrate the armor of their enemies. The car was designed by Graham Browne and Lee Hodgetts.
In 2008, TVR unveiled the Sagaris 2, which was designed to replace the original Sagaris. In the prototype revealed, there were minor changes to the car including a revised rear fascia and exhaust system, and modifications to the interior.^[3]
The 2010 film The Heavy features a black TVR Sagaris driven by Gary Stretch.

Specifications

Engine

• Engine: TVR Speed Six engine, Straight-6


• Displacement: 4.0L (3996 cc)


• Power Output: 380 bhp (283 kW; 385 PS) @ 7,000–7,500 rpm


• Torque Output: 349 ft·lbf (473 N·m) @ 5,000 rpm


• Bore/stoke: 96.0/92.0 mm


• Compression ratio: 12.2:1


• Valvetrain setup: 4 valves per cylinder, Dual Overhead Cam


• Camshaft Duration: inlet 264, exhaust 264 standard

Transmission

• Transmission: 5-speed manual

Suspension

• Front: Independent, double wishbones, coil-over gas dampers, sway bars


• Rear: Independent, double wishbones, coil-over gas dampers, sway bars

Brakes

• Front: 322 mm (12.7 in) ventilated disc brakes


• Rear: 298 mm (11.7 in) ventilated disc brakes

Wheels

• Wheels: 18 x 8.5 in aluminum alloy Spider wheels


• Tires: 255/35 R18

Chassis/body

• Body Panels: Glass Reinforced Plastic


• Weight: 2371 lb (1078 kg)


• Length: 4,057 mm (159.7 in)


• Width: 1,770 mm (69.7 in)


• Height: 1,175 mm (46.3 in)

Performance

• Top speed: 185 mph (298 km/h)


• 0 to 60 mph (97 km/h). 3.7 seconds^[4]


• 60-0 mph: 2.9 seconds

Porsche 959

The Porsche 959 is a sports car manufactured by Porsche from 1986 to 1989, first as a Group B rally car and later as a legal production car designed to satisfy FIA homologation regulations requiring that a minimum number of 200 street legal units be built.^[2]
In 1986, it held the title as the world's fastest street-legal production car^[3]. During its production run, it was hailed as the most technologically advanced road-going sports car ever built and the forerunner of all future super cars. It was one of the first high-performance vehicles to use an all-wheel drive system, providing the basis for Porsche's first all-wheel drive Carrera 4 model. In fact, it convinced Porsche executives of the system's viability so well that they chose to make all-wheel drive standard on all versions of the 911 Turbo starting with the 993 variant. In 2004, Sports Car International named the 959 number one on its list of Top Sports Cars of the 1980s.Development of the 959 (originally called the Gruppe B) started in 1981, shortly after the company's then-new Managing Director, Peter Schutz, took his office. Porsche's head engineer at the time, Helmuth Bott, approached Schutz with some ideas about the Porsche 911, or more aptly, a new one. Bott knew that the company needed a sports car that they could continue to rely on for years to come and that could be developed as time went on. Curious as to how much they could do with the rear-engined 911, Bott convinced Schutz that development tests should take place, and even proposed researching a new all wheel drive system. Schutz agreed, and gave the project the green light. Bott also knew through experience that a racing program usually helped to accelerate the development of new models. Seeing Group B rally racing as the perfect arena to test the new mule and its all wheel drive system, Bott again went to Schutz and got the go ahead to develop a car, based on his development mule, for competition in Group B.
Porsche developed an already existing engine instead of creating a new one from scratch. The powerplant, a twin-turbocharged six-cylinder boxer engine with an air-cooled block and water-cooled heads, displaced 2.85 liters, about half a liter less than a contemporary 911 engine. It was coupled to a unique manual gearbox offering 5 forward speeds plus a "G" off-road gear, as well as reverse. The motor had originally been developed for the "Moby Dick" race car and then been redeveloped slightly for the short-lived Porsche Indy Car and several other projects before being "tweaked" a last time for use in the 961, the 959's racing counterpart. The water-cooled cylinder heads combined with the air-cooled block, 4-valve heads and sequential turbochargers allowed Porsche to extract 331 kW (444 hp) from the compact, efficient and rugged power unit.^[4] The use of sequential twin turbochargers rather than the more usual identical turbochargers for each of the two cylinder banks allowed for smooth seamless delivery of power across the engine RPM band, in contrast to the abrupt on-off power characteristic that distinguished Porsche's other turbocharged engines of the period. The engine was used, virtually unchanged, in the 959 road car as well.

In an attempt to create a rugged, lightweight shell, Porsche adopted an aluminium and Aramid (Kevlar) composite for body use along with a Nomex floor, instead of the steel normally used on their production cars.^[5] The vehicle's weight of 3,190 pounds (1,450 kg) helped to achieve its high performance level.Porsche also developed the car's aerodynamics, which were designed to increase stability, as was the automatic ride-height adjustment that became available on the street car (961 race cars had fixed suspensions). Its "zero lift" aerodynamics were a big part of keeping it drivable^{[citation needed]}. The 959 also featured Porsche-Steuer Kupplung (PSK) which was at the time the most advanced all-wheel-drive system in a production car^{[citation needed]}. Capable of dynamically changing the torque distribution between the rear and front wheels in both normal and slip conditions, the PSK system gave the 959 the adaptability it needed both as a race car and as a "super" street car. Under hard acceleration, PSK could send as much as 80% of available power to the rear wheels, helping make the most of the rear-traction bias that occurs at such times.^[6] It could also vary the power bias depending on road surface and grip changes, helping maintain traction at all times. The dashboard featured gauges displaying the amount of rear differential slip as well as transmitted power to the front axle. The magnesium alloy wheels were unique, being hollow inside to form a sealed chamber contiguous with the tire and equipped with a built-in tire pressure monitoring system.
The 1983 Frankfurt Motor Show was chosen for the unveiling of the Porsche Group B prototype. Even in the closing hours of October 9, finishing touches were being applied to the car to go on display the next morning. After the first two prototypes, the bodywork was modified to include air vents in the front and rear wheel housings, as well as intake holes behind the doors. The first prototype modified like this was code named "F3", and was destroyed in the first crash test.^{[citation needed]}

The street version of the 959 debuted at the 1985 Frankfurt Motor Show as a 1986 model, but numerous issues delayed production by more than a year. The car was manufactured in two levels of trim, "Sport" and "Komfort", corresponding to the race version and the street version. First customer deliveries of the 959 street variant began in 1987, and the car debuted at a cost of $225,000 USD per unit, still less than half what it cost Porsche to build each one. Production ended in 1988. In total, 337 cars were built, including 37 prototypes and preproduction models.^[1] At least one 959 and one 961 remain in the Porsche historic hall in Stuttgart, Germany.
In 1992/1993, Porsche built eight 959s assembled from spare parts from the inventory at the manufacturing site in Zuffenhausen.^[1] All eight were "Komfort"-versions: four in red and four in silver. These cars were much more expensive (DM 747,500) than the earlier ones (DM 420,000). The later cars also featured a newly developed speed-sensitive damper system. The cars were sold to selected collectors after being driven by works personnel for some time^[1] and are today by far the most sought-after 959s.
The 959 was not street legal in the United States prior to 1999 when the "Show and Display" law was passed, although an unknown number were imported via the "grey market" during the late 1980s as show pieces. During the model's development Porsche refused to provide the United States Department of Transportation with the four 959s they required for crash testing, and the car was never certified by the National Highway Traffic Safety Administration for street use in the U.S. With the passage of "Show and Display" the crash test requirements were removed and importation of the 959 was allowed, assuming the car could meet the emissions standards applicable in 1987. The 959 can be fitted with a catalytic converter and a rechipped computer which allows it to meet those emissions requirements.

Most owners refuse to modify their 959s, however, and the cars remain collection pieces. Most 959s are in the hands of collectors, but a few do occasionally come to market, with prices in the region of 180,000–250,000 EUR (cars produced in 1987/1988). It is impossible to estimate the price of cars from the highly limited batch of 1992/1993.

The lessons learned from the 959 project about engine management, aerodynamics, suspension tuning, and 4-wheel drive were what enabled the production life of the 911 to be extended to the present day.

Performance

The performance of the 959 Sport is as follows:^[8]

• 0–100 km/h: 3.7 s (62 mph)


• 0–160 km/h: 8.3 s (99.5 mph)


• 0–200 km/h: 13.0 s (124 mph)


• 0–1000 meters: 21.6 s (standing)


• 0-1/4 mile: 11.9 s (standing)

  Replicas and conversion kits

  
  
  
  
  
  
  
  Due to the scarcity and price of existing genuine 959s, several companies have offered body kits over the years for Porsche owners to apply to their own cars, mainly the 911 model.

Vauxhall VX220

The Opel Speedster/Vauxhall VX220 is a British-built mid engined, targa-topped, 2-seater sports car introduced in the summer of 2000.
It was built in both right-hand drive and left-hand drive versions at the Lotus Cars plant in Hethel, Norfolk, England. It was sold as the Vauxhall VX220 in the UK, and as the Opel Speedster in the rest of Europe. It was branded the Daewoo Speedster in the Asian market, in both right and left hand drive.
The car has a lot in common with the Lotus Elise, yet Opel/Vauxhall claims few parts are interchangeable. Both cars are characterized by strong performance and superb handling.

Joint Lotus development

The already developed Lotus Elise Series1 was unable to be produced beyond the 2000 model production year due to new European regulations around crash sustainability, and so Lotus needed a development partner to meet the investment requirement.
The Lotus Elise S2/Vauxhall VX220 design was based on the Elise chassis, modified to accept a General Motors engine in preference to the Rover K-series engine used by the Elise.

Design

Produced by Lotus at their Hethel, Norfolk factory, the VX220 carried the Lotus internal model identification Lotus 116 and the code name Skipton for the 2.2N/A version and Tornado for the 2.0 L Turbo.

The chassis utilizes an aluminium chassis tub that weighs only 150 lb (68 kg). The car also features bodywork which is made entirely of glass-reinforced plastic (GRP). The entire car weighs in at only 2,050 lb (930 kg), much lighter than most small sports cars.
The normally aspirated version used a Opel Astra all aluminium alloy 2.2 L Z22SE engine giving 108 kW (147 PS; 145 bhp) in a car weighing 870 kg (1,918 lb) — originally designed for Opel/Vauxhall by Lotus, it arguably gives the VX220 more mechanical Lotus content than the Elise. The Turbo model, introduced in 2003, used an Opel designed cast iron block 2.0 L Z20LET engine, producing 147 kW (200 PS; 197 bhp) but weighing 930 kg (2,050 lb).
The Elise S2 was designed by Lotus to have 16" front wheels and 17" rear wheels. Opel/Vauxhall decided to fit 17" wheels front and rear to the VX220/Speedster for aesthetic reasons, which reduced the handling performance of the car.
A removable hard-top can be fitted as a factory or aftermarket option, providing - arguably - better looks and aerodynamics.

Production

With its low weight, mid-mounted engine, high torsional rigidity, and ample horsepower, the car is extremely quick and agile. Thanks in part to the car's light weight, the turbo version was able to reach a top speed of 242 km/h (150 mph) and accelerate from 0 to 100 km/h (62 mph) in 4.9 seconds. The base price was around €32,000 for the 2.2 and €36,000 for the turbocharged version.
The car was hailed by the motoring press as a great drivers' car and won several accolades, including Top Gear's car of the year in 2003. The 2.2 NA (naturally aspirated) version was considered the easier drive of the two standard variants, and some journalists recommended that the Vauxhall car was better value for money than the Lotus (such as Jeremy Clarkson in his 2003 DVD Shoot Out).

Speedsters were displayed with the Daewoo badge, although only one was built to be used for marketing purposes. A final version, the track-oriented VXR220, based on the turbo model, was tuned to give around 220 hp (160 kW; 220 PS) and used 16 in (406 mm) front wheels that allowed the fitting of smaller front tyres to give sharper handling.
Production ended in 2005, with no direct successor.

Ford Escort RS Cosworth

The Ford Escort RS Cosworth was a sports derivative of the Ford Escort. It was available from 1992-96 in very limited numbers. It was instantly recognisable due to its large "whale tail" rear spoiler. The main selling point was the Cosworth YBT engine, a highly tunable turbocharged 2-litre engine which had an output of 220 PS (162 kW; 217 hp) in standard trim.
Ford developed the car around the chassis and mechanicals of its predecessor, the Sierra Cosworth to accommodate the larger Cosworth engine and transmission, whilst clothing it in Escort body panels to make it resemble the standard Mk V. Designed under the guidance of Rod Mansfield and John Wheeler of Ford's SVO department, the styling was carried out during 1989, by Stephen Harper at MGA Developments in Coventry. The body tooling was created by coachbuilders Karmann at their facility in Rheine, Germany, where the cars were manufactured.

Changes were made to the engine management system and a new turbocharger was fitted. Permanent four wheel drive with a 34/66% front/rear split came courtesy of an uprated five speed gearbox as used in the Sierra Cosworth. Recaro sports seats came as a standard fitment. Later production models were available without the oversize tail spoiler although by far the majority were still ordered with it. Like its Sierra predecessor, they are commonly nicknamed "Cossie" by enthusiasts.^[1]
The Escort Cosworth was a rare car, with 7,145 vehicles produced from the start of production on 19 February 1992 until the last car rolled out of the factory on 12 January 1996. A tiny number were unofficially imported to the United States, where it was considered one of the greatest performance Fords of all time.

Two versions were produced. The initial 2500 units were "homologation specials" used to get the FIA accreditation for entry into the World Rally Championship. They were fitted with a Garrett T3/T04B turbocharger. Among these initial units, a handful were badged as Motorsport versions, these lacked certain refinements such as a sunroof and sound deadening. The second generation, starting production from late 1994, were fitted with a Garrett T25 turbocharger, a smaller unit which reduced turbo lag and increased usability in everyday driving situations. With these later models, the 'whale tail' spoiler became a delete option.
The Escort Cosworth was the first mass production car to produce downforce at the front. (45NM at 70 MPH)

Motorsport

The car was to be Ford's new rally car, and very successful it became with its total victories amounting to 8 in Group A guise. Drivers included famous victor at the 1994 Monte Carlo Rally, the Frenchman François Delecour, future quadruple World Rally Champion Tommi Makinen (who took his maiden event victory for Ford in Finland that same year before departing for Mitsubishi for 1995), as well as the Belgian Bruno Thiry and, from 1996, 1990 and 1992 World Rally Champion Carlos Sainz of Spain. One-time 1988 and 1989 back-to-back title-winning force for Lancia, Miki Biasion and 1991 Rally Catalunya winner Armin Schwarz were among the other fabled pilots to be seen behind the wheel.
After modifications were made to the car to make it a World Rally Car for the 1997 and 1998 seasons, it went on to score two more victories for the Ford Motor Company Rally Team, now based in Cumbria and being run by Malcolm Wilson's M-Sport. With Thiry, Ari Vatanen (on a one-off podium-scoring basis at the Safari Rally after Thiry suffered an injury) and four-time World Rally Champion Juha Kankkunen now behind the wheel of the cars, the Escort name finally bowed out of works rallying altogether after a double-podium at the season-ending 1998 Rally of Great Britain.



The Escort RS Cosworth was produced until early in 1996 when the European Union introduced a new set of noise regulations for motor vehicles and Ford decided to stop production rather than change the car to meet the new noise regulations. Despite this, the now-modified RS Cosworth was used by Ford as their factory rally car until it was permanently replaced by the Focus WRC for the Monte Carlo Rally of 1999.

New Mercedes-Benz B-Klasse !

Looks like Mercedes-Benz wants to make a revolution in the small class of premium MPV's.This new model is actually bigger with a few inches but it lost a few inches in height.

   This change in design made the car much more aerodynamic now having a Cx coefficient of 0,26.Mercedes-Benz promised also a version called ECO Technology which will reach an incredible aerodynamic coefficient of 0,24.If the new B-Klasse will reach this coefficient will be even more efficient that the Prius now having 0,25.For those interested in a more sporty driving style Mercedes claims that the driving positing has been lowered with 86 mm.This way the driver won't feel like he's driving an MPV but a normal car.

    There is an optional Sport package that will further lower the car with 20 mm and will have a steering system called Direct-Steer with some extra sporty modification made on.Regarding the engines, there will only be available four cylinder engines supercharged.A 1.6 liter making 122 HP and 200 NM plus a more powerful 156 HP and 250 NM.

    These to engines will known under the names B 180 CDI and B 200 CDI.For the diesel amateurs there will be available engines with 109 HP and 250 NM and 136 HP and NM power plants.In the future there will also be available a 2 liter engine.Every version will be fitted with a start&stop system and a dual clutch transmission named 7G-DCT.

     The new transmission system weights only 160 lbs and will be used on some other future models of Mercedes-Benz.The gearbox has three modes Economic,Sporty and Manual.

   This car is expected to be really successful Mercedes already receiving numerous preorders.

Ford Sierra RS Cosworth

The Ford Sierra RS Cosworth was a high-performance version of the Ford Sierra. It was the result of a Ford Motorsport project with the purpose of producing an outright winner for Group A racing in Europe.
The project was defined by Stuart Turner in the spring of 1983. He had then recently been appointed head of Ford Motorsport in Europe, and he realized right away that Ford was no longer competitive in this area.
Turner got in touch with Walter Hayes, at the time Vice President of Public Relations at Ford, to get support for the project. Hayes had earlier been the driving force behind the development of the Ford GT40 that won Le Mans in 1966, and the Cosworth DFV engine that brought Ford 154 victories and 12 World Championships in Formula One during the Sixties and Seventies. Hayes found the project very appealing and promised his full support.
Turner then invited Ken Kohrs, Vice President of Development, to visit Ford’s longtime partner, the automotive company Cosworth, where they were presented a project developed on Cosworth’s own initiative, the YAA engine. This was twin cam, 16-valve engine based on Ford’s own T88 engine block, better known as the Pinto. This prototype proved an almost ideal basis for the engine Turner needed to power his Group A winner.
Therefore, an official request for a turbocharged version (designated Cosworth YBB) capable of 180 HP on the street and 300 HP in race trim, was placed. Cosworth answered positively, but they put up two conditions: the engine would produce not less than 150 kW (204 HP) in the street version, and Ford had to accept no less than 15,000 engines. Turner’s project would only need about 5,000 engines, but Ford nevertheless accepted the conditions. The extra 10,000 engines would later become one of the reasons Ford also chose to develop a four door, second generation Sierra RS Cosworth.
To find a suitable gear box proved more challenging. The Borg-Warner T5, also used in the Ford Mustang, was chosen, but the higher revving nature of the Sierra caused some problems. Eventually Borg-Warner had to set up a dedicated production line for the gear boxes to be used in the Sierra RS Cosworth.
Many of the suspension differences between the standard Sierra and the Cosworth attributed their development to what was learned from racing the turbocharged Jack Roush IMSA Merkur XR4Ti in America and Andy Rouse's successful campaign of the 1985 British Saloon Car Championship. Much of Ford's external documentation for customer race preparation indicated "developed for the XR4Ti" when describing parts that were Sierra Cosworth specific. Roush's suspension and aerodynamics engineering for the IMSA cars was excellent feedback for Ford. Some production parts from the XR4Ti made their way into the Cosworth such as the speedometer with integral boost gauge and the motorsport 909 chassis stiffening plates.

In April 1983, Turner’s team decided on the Sierra as a basis for their project. The Sierra filled the requirements for rear wheel drive and decent aerodynamic drag. A racing version could also help to improve the unfortunate, and somewhat undeserved, reputation that Sierra had earned since the introduction in 1982.
Lothar Pinske, responsible for the car’s bodywork, demanded carte blanche when it came to appearance in order to make the car stable at high speed. Experience had shown that the Sierra hatchback body generated significant aerodynamic lift even at relatively moderate speed.
After extensive wind tunnel testing and test runs at the Nardò circuit in Italy, a prototype was presented to the project management. This was based on an XR4i body with provisional body modifications in fibreglass and aluminium. The car’s appearance raised little enthusiasm. The large rear wing caused particular reluctance. Pinske insisted however that the modifications were necessary to make the project successful. The rear wing was essential to retain ground contact at 300 km/h, the opening between the headlights was needed to feed air to the intercooler and the wheel arch extensions had to be there to house wheels 10” wide on the racing version. Eventually, the Ford designers agreed to try and make a production version based on the prototype.
In 1984 Walter Hayes paid visits to many European Ford dealers in order to survey the sales potential for the Sierra RS Cosworth. A requirement for participation in Group A was that 5,000 cars were built and sold. The feedback was depressing. The dealers estimated they could sell approximately 1,500 cars.
Hayes didn’t give up however, and continued his passionate internal marketing of the project. As prototypes started to emerge, dealers were invited to test drive sessions, and this increased the enthusiasm for the new car. In addition, Ford took some radical measures to reduce the price on the car. As an example, the car was only offered in three exterior colours (black, white and moonstone blue) and one interior colour (grey). There were also just two equipment options: with or without central locking and electric window lifts.

Production

The Ford Sierra RS Cosworth was first presented to the public at the Geneva Motor Show in March 1985, with plans to release it for sale in September and closing production of the 5,000 cars in the summer of 1986.
In practice, it was launched in July 1986 and 5545 were manufactured in total of which 500 were sent to Tickford for conversion to the Sierra 3 door RS500 Cosworth. The vehicle was manufactured in both RHD (Right Hand Drive) for the UK market, and LHD (Left Hand Drive) for Europe. The following number of vehicles were registered in the UK:

1985	10
1986	1064
1987	579
Total	Mike Moreton was head of the team that planned to develop an evolution edition aimed at making the car unbeatable on the race tracks. In March 1987, Aston Martin in Tickford was signed for the job of converting the 500 cars. The Cosworth RS500 was announced in July 1987 and was homologated in August 1987. The main difference to the Sierra 3 door Cosworth was the uprated Cosworth competition engine. Its new features were [2]: The engine had a thicker walled cylinder block to cope with the rigours of the track. A larger Garrett T31/T04 turbocharger. A larger air-air intercooler. A second set of 4 fuel injectors and a second fuel rail (unused in the roadgoing version). The fuel pump was uprated. A reworked induction system to allow higher power outputs to be realised. The oil and cooling system were both also uprated. The rear semi-trailing arm beam had extended but unused mounting points. The RS500 also had minor external cosmetic differences to its parent the Sierra 3 door Cosworth: The rear tail gate had a lower spoiler in addition to the upper whale tail, which had an added lip. Discrete RS500 badges on the rear tail gate and front wings. A redesigned front bumper and spoiler to aid cooling and air flow, including the removal of the fog lamps and their replacement with intake grilles to supplement brake cooling Exactly 500 RS500s were produced, all of them RHD for sale in the UK only - the biggest market for this kind of Ford car. It was originally intended that all 500 would be black, but in practice 56 white and 52 Moonstone Blue cars were produced .[1]  Motorsport achievements The car also fulfilled Ford's expectations on the race track. The 1987 World Touring Car Championship came like a gift to Ford. Competent BMW drivers, some trouble with gear boxes, amongst other things, and only 340 HP in the first Sierra RS Cosworth prevented Ford from dominating the first half of the season. In August 1987 the Sierra RS500 Cosworth was homologated. Fords took pole position in all the remaining six events, and was first over the finishing line in five of them. Disqualification from the 1987 James Hardie 1000 for wheel arch panel irregularities though was a bitter pill for the Fords, depriving Steve Soper and Pierre Dieudonné of the World Championship and handing it to BMW driver Roberto Ravaglia. The Eggenberger Motorsport team did however claim the entrants prize.[3] The Sierra Cosworth was also pressed into service as a rally car, and saw some success. After the abolition of the Group B formula in the World Rally Championship at the end of 1986, manufacturers had to turn to Group A cars and Ford, like most others, found itself without a fully suitable car. The Cosworth was very powerful but, with only rear-wheel-drive, lost out to the four-wheel-drive Lancias and Mazdas on loose-surface events, whilst the four-wheel-drive XR4x4 had an excellent chassis but an elderly engine producing only around 200bhp, at least 100 less than the Lancia. For the 1987 season the team ran both, using the XR4x4 on loose surfaces and the Cosworth on tarmac, but the XR4x4's power disadvantage was too great and from 1988 the team concentrated on the Cosworth alone, and continued to use it until the arrival of the Sierra RS Cosworth 4x4 in 1990. The rear-drive car never won a loose-surface World Rally Championship event, but in the hands of drivers such as Stig Blomqvist, Carlos Sainz and Ari Vatanen it frequently finished in the top five, except when conditions were particularly slippery. On tarmac it was a much more serious competitor, and a young Didier Auriol won the 1988 Corsica Rally outright, the only time that season that Lancia were beaten in a straight fight. However, as Lancia developed the Delta further and new cars such as the Toyota Celica GT4 appeared, the Cosworth became steadily less competitive. Thanks to strong support and readily available parts from Ford Motorsport, the Cosworth was a popular car with private teams. Moreover, below World Championship level four-wheel-drive opposition was limited at the time, and the Cosworth was as fast as any of its two-wheel-drive rivals. It lacked the fine handling of the BMW M3, for example, but on the other hand it was much more powerful. It was also very reliable. Consequently it became a very popular car at national championship level, and during the late 1980s Sierra drivers won many national series. Jimmy McRae took the British Rally Championship in a Sierra in 1987 and 1988, whilst Carlos Sainz won the Spanish Championship in the same years, to name but two. The Cosworth was popular with spectators because it was visually dramatic, with its flame-spitting exhaust and tail-sliding, rear-drive handling; and it was popular with amateur drivers because it was competitive, robust and relatively cheap. To this day it is a fairly common sight on lower-level events. This section requires expansion. 2wd Sierra Sapphire RS Cosworth The second generation 4 door Sierra Sapphire Cosworth was assembled in Genk, Belgium, with the UK-built Ford-Cosworth YBB engine. Cylinder heads on this car were early spec 2wd heads and also the "later" 2wd head which had some improvements which made their way to the 4X4 head. Suspension was essentially the same with some minor changes in geometry to suit a less aggressive driving style and favour ride over handling. Spindles, wheel offset and other changes were responsible for this effect. Approximately 13,140 examples were produced during 1988-1989 and were the most numerous and lightest of all Sierra Cosworth models. Specifically the LHD models which saved weight with a lesser trim level such as roll up rear windows, no air conditioning etc. In the UK, the RHD 1988-1989 Sierra Sapphire RS Cosworth is badged as such with a small "Sapphire" badge on the rear door window trims. All 1988-1989 LHD models are badged and registered as a Sierra RS Cosworth with no Sapphire nomenclature at all. "Sapphire" being viewed as a Ghia trim level that saw power rear windows, air conditioning and other minor options. Enthusiasts of the marque are mindful of this and will describe the LHD cars by their body shell configuration, 3 door or 4 door. Example: 4 door Sierra RS Cosworth.

Toyota Venza

The Toyota Venza is a mid-size crossover SUV (CUV) produced by Japanese automaker Toyota and unveiled at the 2008 North American International Auto Show in Detroit.^[3] Based on the Toyota FT-SX concept car unveiled at the 2005 North American International Auto Show, the Venza was primarily engineered at Toyota Technical Center in Ann Arbor, Michigan, and designed at the Calty Design studios in Newport Beach, California.^[1] It is currently slotted in size and price between the RAV4 compact crossover SUV, and the Highlander mid-size crossover SUV that has third-row seating. However, the Venza is an inch longer than the Highlander and for the 2009-2010 model years, the base Venza's MSRP was $1000 USD higher than the base Highlander.
The Venza is built at Toyota Motor Manufacturing Kentucky (TMMK) in Georgetown, Kentucky,^[2], production having commenced on November 10, 2008.

The Venza is based on the Camry chassis (Toyota K platform) and is similar to Mark X Zio in concept. Venza is powered by either Toyota's 3.5-litre 2GR-FE V6 or all-new 2.7-litre 1AR-FE I4 engine, both mated to a 6-speed automatic transmission.^[4] Front-wheel drive and all-wheel drive is available as an option. The U.S. Environmental Protection Agency estimates fuel economy of 21 mpg_-US (11 L/100 km; 25 mpg_-imp) city /29 mpg_-US (8.1 L/100 km; 35 mpg_-imp) highway with the four-cylinder engine.^[5] The Venza uses an electric power steering system.

Pricing and features

US models had starting price of $25,975 for a front-wheel-drive (FWD) 4-cylinder model, and ranged up to $29,250 for the all-wheel-drive (AWD) V6 edition without options.
According to Edmunds.com, the Venza's interior design and quality is superior to other contemporary Toyota vehicles.^[6]
Unlike other Toyota offerings that have different levels of equipment (such as LE and XLE for the Camry, and Sport and Limited for the RAV4/Highlander), the Venza has only one model trim but with a choice of packages and options. Compared to other Toyota vehicles in a similar price range (such as the RAV4, Camry, and Highlander), whose base models have few amenities outside of air conditioning and power accessories, the entry-level Venza has a long list of standard features.^[7] These include fog lamps, 19" alloy wheels (I4), 34 pound^[8] 20" alloy wheels (V6), HomeLink, XM satellite radio, 6-disc CD changer, dual-zone climate control, electrochromic auto-dimming rear-view mirror, 8-way power drivers seat, steering-wheel mounted audio controls, Hill-Start assist control and the Toyota Star Safety System.^[9]

Major options include automatic high beams with HID lighting, heated side view mirrors, power liftgate, leather seat surfaces, 4-way power passenger seat, panoramic glass moonroof, Smart Key System, 13-speaker JBL sound system with Bluetooth, voice-activated touch-screen DVD navigation system, backup camera, and a rear DVD entertainment system with a 9-inch display and two wireless headphones. The Touring Package (containing HID headlights and push button start) and Navigation & JBL Package are only available on the V6 AWD. The Premium Package containing the moonroof and backup camera is available on all but the Venza (I4 FWD), while the leather package is available on all Venzas.
For 2010, the Venza receives a standard USB audio input and Bluetooth hands-free phone capability. Due to this addition, the in-dash 6-disc CD changer is no longer standard equipment. All U.S. models get a $300 raise in MSRP.

Powertrain

Model	Years	Type/code	Power, torque@rpm
Venza, Venza AWD	2009-	2,672 cc (2.672 L; 163.1 cu in) I4 (1AR)	185 PS (136 kW; 182 hp)@5800, 247 N·m (182 lb·ft)@4200
Venza V6, Venza V6 AWD	2008-	3,456 cc (3.456 L; 210.9 cu in) V6 (2GR-FE)	272 PS (200 kW; 268 hp)@6200, 334 N·m (246 lb·ft)@4700

All models include Super Electronically Controlled Transmission (Super ECT) 6-speed automatic transmission with Overdrive, Gate Type Shifter, Lock Up Torque Converter, Transmission Cooler.

Sales figures

Calendar year	Total sales (U.S.)	Total sales (Canada)
2008	1,474[22]	?
2009	54,410[23]	12,375