Jaguar C-X75

The C-X75 is a hybrid supercar that produces less than 99g/km of CO2 emissions but that can rival the best of the supercars with a top speed of over 200 mph (322 km/h).
The C-X75 will be an all-wheel drive with a "downsized, highly-boosted petrol engine" coupled with two powerful electric motors," says Jaguar, although the automaker doesn't offer more details than that.

The concept used four 195-horsepower (145-kW) electric motors with two small turbine engines to create electrical current. The production C-X75 will be opting for the more conventional setup.

But Jaguar is promising a 0 to 60 mph (96 km/h) sprint time of under 3 seconds - so power on tap will likely be aplenty. And the car will still have an electric-only range of more than 50 km (31 miles).

Its lightweight, all carbon-fiber chassis will be developed with partner Williams F1, who will be providing their vast expertise on carbon engineering, aerodynamics and hybrid technologies.
Jaguar will build only 250 units of the C-X75 which will cost between £700,000 - £900,000 each (€781,000 to €1,000,000) depending on markets.

Bertone Jaguar concept 2011

Bertone says it is pitching the car as a design proposal to Jaguar, with an eye toward the British company re-entering the D-segment against the BMW 3-series and Audi A4. (You may recall that the last Jag in that segment was the far-from-great X-type.) That said, while Jaguar gave Bertone the blessing to build the B99, it’s nowhere near approval for series production.

The design itself of the B99 is a departure from current Jaguar models, and looks more like an evolution of the XJC coupe of the 1970s—were it being reinterpreted as a mid-1990s concept car. Coming from Bertone, which can lay claim to such forward-looking beauty queens as the Lamborghini Miura and Lancia Stratos, this is a disappointment. Attractive? Sorta’. But it doesn’t represent any radical shifts, as did Jaguar’s XF, and we hope the B99 looks better in the metal at the Geneva show. We’ll know soon enough—the Geneva press days are March 1 and 2, at which point we’ll bring you photos and info live from the show floor.

Jaguar XKR-S 2011

Many expected this nod to the company’s heritage would include the announcement of a new small sports car. That is not the vehicle you see here. This is the 2012 XKR-S, and it proves that someone decided to make the XKR very angry. The thing looks as if it’s been raised in the wild. By a pack of badly behaved race cars that have never been to England or heard of the original E-type.

On the subject of heritage, it should be noted that this is not the first time Jag has used these four letters in a row. The company brought a 550-hp XK-RS concept with a supercharged 5.0-liter V-8 to the 2004 Chicago show. And then in 2009, Jaguar built a run of 200 XKR-S models for European customers, giving the cars unique appearance bits but no additional power. The 2012 XKR-S happens to combine traits of both cars: the engine is a hopped-up version of the XKR’s supercharged 5.0-liter, and the car takes aesthetic crazy to new levels.

2011 Acura TL

Acura has yanked the sheets off of the latest take on its bread-and-butter TL at the 2011 Chicago Auto Show. In the face of much criticism, the Japanese automaker's stylists have set about taking some of the edge off of the sedan's styling with a fresh front fascia that goes some way toward making the vehicle look more like a car and less like Picaso's interpretation of one. The 2012 TL now wears shorter overhangs both front and rear, and the new look includes shedding the chrome trim from around the rear taillamps for a look that's altogether more appetizing than the previous iteration.

A few changes have cropped up under the hood as well. Acura engineers managed to cut engine friction to increase fuel economy, and a new six-speed automatic transmission helps bump the final figures to 20 mpg city and 29 mpg highway. That's an increase of three mpg highway over the five-speed automatic-equipped 2010 model. Fans of the third pedal need not fret, though. Acura says that buyers will still be able to snag their 2012 TL SH-AWD with the same six-speed manual setup that's currently available.

MTM Audi TT RS

You'd be forgiven for believe the Audi TT RS is fast enough. By most accounts it is, packing a 340 horsepower, turbocharged inline five, it's good for a four-and-a-half-second sprint to sixty and a 174 mph top speed. But if you're going after the triple-century metric mark (close to 200 mph), you're going to need a little something extra.
So says MTM. And they ought to know. The German tuning house has a history of taking Audis to the V-max and beyond, having brought an RS6 Avant to 344.2 km/h in 2009, a radical twin-engine TT to 393.6 in 2007 and a Bentley to 331 in 2008.
In an effort to take the TT RS past the 300 mark without the need for breaching the 500 hp mark, MTM tweaked the ECU, modified the turbo spools and fitted a new exhaust system – along with new wheels, tires and brakes. The result of the engine mods was 472 hp, enough to get its customized TT RS up to a GPS-certified top speed of 312 km/h (just under 194 mph) at Italy's Nardo test track. And they'll sell you the modifications too, for a price: €14,500 for the engine mods and another €9,973 for the suspension and wheel work, taxes and installation included.
Having proven their point about power:speed ratios, MTM's also working on a 500+hp version. We can hardly wait to see what they'll manage with that one, but for now you can check out the images in the gallery below and the details in the press release after the jump.

Bosal Rear Muffler Single center inlet and outlet configuration; 44 in. L x 23 in. W x 10 in

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BOSAL REAR MUFFLER, ALUMINIZED STEEL, NATURAL FINISH, SOLD INDIVIDUALLY -- Single center inlet and outlet configuration; 44 in. L x 23 in. W x 10 in. H; Round casing; Standard direct fit OE replacement; Made to fit vehicle-specific requirements for backpressure, emissions, sound levels, and sensors; Precision-manufactured to high tolerances for long life; Easy installation.

Quick Spin: 2011 Chevrolet Volt

2011 Chevrolet Volt – Click above for high-res image gallery

Back in 2006 when the Chevrolet Volt was first conceived, its extended-range electric (ER-EV) powertrain was originally dubbed E-Flex as its configuration was designed to be flexible. The only part of the system that was constant was the electric drive and the presence of a battery. The architecture was designed so any type of powerplant could be used as a range extender, and over the last three years concepts have been shown with flex-fuel three-cylinder turbos, inline-four diesels and hydrogen fuel cells.

Ultimately, powertrain chief engineer Larry Nitz and his team opted for a normally aspirated 1.4-liter inline-four for the first generation Volt because it offered the best combination of cost and efficiency. However, while working on the first generation Volt, work on the second-gen. model has been happening in parallel. Way back in May 2007 we talked to then-VP for R&D Larry Burns about using an HCCI engine for the Volt since it could be optimized to operate at steady state speeds and he agreed that was certainly one possible direction.

Right now the top priority for the second-generation Volt is driving down the cost of the powertrain, including the battery. Although automakers are always reluctant to talk about parts pricing, GM's project management VP, Jon Laukner, has hinted on more than one occasion that the Volt pack costs somewhere in the $600 per kilowatt-hour range or under $10,000 for the 16 kWh unit. The goal is to get that cost down below $400 per kWh in the next few years and a combination of increased volumes and LG Chem launching cell production in western Michigan will certainly help to achieve that.

Reducing the cost of the range extender will also play a part. GM's VP of global vehicle engineering, Karl Stracke told Inside Line that smaller range extenders in the 15-18 kilowatt range are part of the strategy and either a two-cylinder piston engine or a single rotor Wankel are possibilities to replace the current inline-four. Volt communications manager Rob Peterson confirmed to Autoblog that a number of different variants are being evaluated, but he wouldn't say if any particular direction has been selected yet.

Powertrain engineering consultant FEV has recently been showing off an ER-EV Fiat 500 with a Wankel range extender. While Wankels are not known for fuel efficiency (quite the opposite actually), a modern direct injected unit for this type of application could be highly optimized to provide acceptable performance and consumption. A Wankel also has the advantage of being both very compact for its output and vibration-free, making it well suited for this type of application. With the first generation Volt only expected to have about a three-year life-span, a final decision will likely be made very soon.

Gallery: Quick Spin: 2011 Chevrolet Volt

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