Making its debut at the 2011 Geneva Motor Show, the Jaguar XKR-S is the most extreme expression yet of Jaguars passion for building beautiful, fast cars. For the first time with a series production car, Jaguar gains entry to the exclusive 300kph club thanks to the effortless performance of the supercharged 5.0-litre AJ-V8 engine. A revised fuelling map means the direct-injection powerplant now produces 550PS and 680Nm of torque. Extensive recalibration has ensured that power delivery and performance are seamless, contributing to a 0-60mph time of 4.2 seconds. The Performance active exhaust encourages and rewards the enthusiastic driver with dramatic, motorsport-inspired aural feedback.

The Jaguar XKR-S is not merely the quickest Jaguar ever but also the most agile, responsive and driver-focused. The pinnacle of the XK range builds on feedback gathered from the supercharged XKR and has been developed to extend the performance parameters of the car. This new harder-edged character allows the enthusiastic driver to explore the outer limits of the cars dynamics without losing the inement and usability for which Jaguar is famous. The structural integrity of the lightweight aluminium platform allowed the suspension to be reworked with bespoke components for increased stiffness without a commensurate loss in either inement or Jaguars legendary ride comfort. A reworked aluminium front suspension knuckle and revised rear geometry are allied to stiffer springs and dampers, lightweight forged alloy wheels and recalibrated steering effort to minimise any response delays and produce a more connected and agile driving experience.

The performance of the Jaguar XKR-S is lected in both its interior and exterior styling, which feature exclusive new paint colours that lect Jaguars racing heritage. As with competition Jaguars of the past, the exterior of the XKR-S adheres to the principle of form following function. In addition to the styling changes and in order for it to achieve 300kph, the XKR-S was the subject of extensive Computational Fluid Dynamics development work. The resulting changes reduced front and rear lift by more than a quarter and optimised lateral aerodynamic stability.

The performance intent of the Jaguar XKR-S is clear from the moment the driver enters the cabin thanks to new cosseting Performance seats with prominent shoulder wings for close support during hard cornering. The seats feature 16-way adjustment, memory and heating functions while a new three-spoke steering wheel provides the perfect interface between car and driver.

Styling
Ian Callum, Design Director, Jaguar Cars: "The styling of this car isnt about image, its about true performance. Like other iconic Jaguars before it, the styling has been driven by geometry and aerodynamics for genuine design purity. The physics required to achieve 300kph have led the aesthetic; if you dont like the way it looks, you probably wont like the way it drives either."

The first Jaguar designed entirely under the aegis of Design Director Ian Callum, the XK has received awards worldwide for its elegant appearance. Now further styling changes keep the XKR-S at the foront of modern sports car design. Slimmer, LED headlights, more compact main air intake and vertical side power vent all contribute to a more purposeful front-end appearance. At the rear of the car the famous Jaguar Leaper now takes pride of place in the centre of the bootlid.

The Jaguar XKR-S also required aerodynamic modifications to achieve its 300kph top speed in the unruffled manner expected of a Jaguar and has been designed solely with an eye for purity of line and singularity of purpose. As the XKR-S approaches its top speed, there is a requirement to channel air cleanly over, around and under the car in order to maintain stability and ensure balanced downforce front and rear. An overall reduction in lift of 26 per cent has been achieved.

The necessary revisions were made after extensive Computational Fluid Dynamics work, proven through wind tunnel testing and are unique to this flagship of the XK range. The most dramatic changes have been applied to the front of the car, radically altering its appearance and lending it a more assertive look. A new bumper design features near vertical feature lines running down from the edges of the oval air intake and supporting the new carbon-fibre splitter and lower spoiler. At the extreme edges of the front fenders, vertical slots channel air down the sides of the car and along the wider sills for increased high-speed directional stability.

In order to balance front and rear lift, the Jaguar XKR-S features a separate rear wing, a first for the XK range. This addition, with its carbon-fibre centre section, works in concert with the similarly constructed Venturi structure underneath the rear bumper.

The assertive new appearance of the Jaguar XKR-S is subtly highlighted by some caully chosen details exclusive to this model. Exterior trim is finished in gloss black, complemented by 20-inch Vulcan lightweight forged alloys in a dark technical finish.

The XKR-S is available in a range of five paint colours, two of which evoke Jaguars competition heritage: Italian Racing Red and French Racing Blue.

Like the lining of a bespoke suit, the finishing touch is provided by the brake calipers, available in either red or gunmetal and emblazoned with the Jaguar name.

Performance/Powertrain
Russ Varney, Chief Programme Engineer, XK: "With the XKR-S we have exploited the inherent capabilities of the aluminium architecture to its fullest extent to create a track-capable performance derivative extending all cars attributes and delivering an irresistible smile of satisfaction response from the driver."

Astonishing engines have always formed the strongly beating heart of Jaguars road and race cars from the record-setting straight-six in the XK120 to the smooth V12 that made the XJ12 the fastest four-door in the world when it was launched.

The AJ-V8 joined this illustrious list from the moment the first one was fired into life but in the Jaguar XKR-S it is presented in its most potent form to date. Now in its third generation and with the addition of supercharging, the all-aluminium quad-cam powerplant delivers not only extreme performance but also tremendous efficiency thanks to the technologies incorporated into it, including spray-guided direct injection (SGDI) and dual independent variable cam timing (DIVCT).

Fuel is delivered directly to the centre of the combustion chambers at a pressure of up to 150bar by the centrally-mounted six-hole spray-guided injection system in order to maximise fuel-air mixing and improve responsiveness, particularly at low speeds. It has also allowed an increase in compression ratio from 9.1:1 to 9.5:1 to improve fuel economy while multiple injections reduce the warm up phase to increase catalyst efficiency and reduce emissions.

Each of the four camshafts features a variable timing system which rather than being controlled by oil pressure, are activated by the positive and negative torques generated by the movement of the intake and outlet valves, allowing for a smaller, more efficient oil pump to be fitted, further reducing fuel consumption. The VCT units respond up to three times faster than previously with actuation rates of more than 150 degrees per second at every point in the speed range, making this the most responsive engine Jaguar has ever built, with no gaps in its power delivery.

Like the car itself, the AJ-V8 features aluminium architecture with the high pressure die-cast lightweight block augmented by cast iron liners and cross-bolted main bearing caps which contribute to inement to match its power. The four-valve cylinder heads are now constructed from recycled aluminium to reduce the environmental impact of engine manufacture.

Nestling in the V of the cylinders is the Roots-type twin vortex supercharger and its two intercoolers that help provide the XKR-S with such urgent motive power. This sixth-generation forced induction unit is 20 per cent more thermodynamically efficient than its predecessor, while the intercoolers feature their own water-cooling circuit to reduce the temperature of the pressurised air to optimise power and efficiency.

The surfeit of power produced by this system meant that it was a relatively simple matter to liberate an extra 40PS and 55Nm over the standard XKR. Remapping the engines fuelling characteristics and increasing exhaust gas flow through the use of an active exhaust system has lifted total output of the 5.0-litre V8 is now 550PS and 680Nm, making it the most powerful Jaguar road engine ever made and allowing the Jaguar XKR-S to hit 60mph in 4.2 seconds and breach the magical 300kph barrier with ease.

The Performance active exhaust system that helps provide such spirited performance also produces a thrilling motorsport-inspired soundtrack to aurally reward the enthusiastic driver.

Handling
Mike Cross, Chief Engineer, Vehicle Integrity: "This car encompasses everything a performance Jaguar should be; as capable, precise and thrilling on a wet Welsh B-road as it is at the Nürburgring. Every response delay has been minimised in order to give the car a more connected feel in the manner in which it steers, handles, stops and goes."

Jaguar pioneered the use of aluminium construction for series production cars, exploiting the metals low mass and high tensile strength to maximise benefits in terms of performance, agility, fuel consumption and emissions.

The platform underpinning the XK range makes the car one of the lightest and most rigid in its class with a kerb weight of 1753kg and torsional stiffness of 28,400 Newtons per degree. This fundamental strength allowed Jaguars Vehicle Integrity team, led by Mike Cross, to develop the dynamic attributes of the Jaguar XKR-S to the full, without affecting inement. Every Jaguar achieves an unrivalled mix of sporting appeal and luxurious comfort and the XKR-S is the most driver focused Jaguar ever made.

Taking the solid foundation of the aluminium architecture as a starting point, both front and rear suspension systems have been upgraded. The double wishbone front suspension has been comprehensively revised with a new aluminium steering knuckle that significantly increases camber and castor stiffness by 0.13 degrees per Kilonewton to transform the accuracy and weighting of the steering for greater levels of connection, feedback and precision. The Active Differential Control has been reprogrammed to reduce steering sensitivity at the very high speeds of which the car is capable, increasing stability and driver control.

Rear suspension geometry has been revised with rear wheel steer optimised for maximum agility while spring rates have been increased at both ends of the car by 28 per cent. Bespoke software for Jaguars Adaptive Damping has been written for the Jaguar XKR-S, ensuring both total body control and maximum traction and grip.

Wheel sizes have been increased with the unique lightweight forged Vulcan 20-inch alloys now having a width of nine inches at the front and 10.5-inches at the rear for greater precision and grip. The new wheels wear Pirelli P Zero tyres measuring 255/35 R20 at the front, 295/35 R20 at the rear. This combination has reduced overall unsprung mass by 4.8kg with a commensurate improvement in handling and dynamism.

The Dynamic Stability Control System has been reworked to maximise the benefit of these wider tyres. In Trac DSC mode this utilises specific traction, stability and eDiff settings to alter slip thresholds, differential torque distribution and intervention levels to allow the experienced driver to explore the outer edges of the performance and handling envelope.

The XKR-S is equipped as standard with Jaguars High Performance Braking System. Lighter and more powerful, this features cast iron and part aluminium monobloc calipers for a combination of power, stability and feel. The brake discs - measuring 380mm at the front and 376mm at the rear - are internally ventilated to provide repeated, fade-free stopping power. In combination with pad surface increases of 44 per cent front and 31 per cent rear the system provides total security and confidence on both road and track. Stopping distance from 124mph has been improved by 2.7 per cent over the already impressive XKR.

The end result is a car that captures the essential duality that is a characteristic of every great Jaguar; capable of transporting the driver to the fabled Nürburgring in total comfort and hushed silence, and yet still able to deliver a sub-eight minute lap time and then return home with total ease.

Interior
The cabin of any Jaguar is always a uniquely special place in which to spend time and the XKR-S meets all expectations from the moment the driver enters to be greeted by the red Start button pulsing like a heartbeat. When pressed, the engine fires with an rich, deep reverberation and the Jaguar Drive Selector rises from the centre console as a point of first contact to begin the process of bonding man with machine.

The interior of the Jaguar XKR-S has been subtly reshed with a host of new trim materials including ebony soft-feel paint for the switches and gloss black finish to the centre console. The model will also be exclusively available with a Dark Linear Aluminium finish as an option to the wood veneers.

A new leather-wrapped, multi-function steering wheel has also been added, providing a beautiful, tactile interface between car and driver as do the bright, Jaguar-embossed, stainless steel pedals.

Exclusive to the Jaguar XKR-S are the new Performance front seats with an integrated head restraints and increased lateral and squab support to hold driver and passenger securely and comfortably in place during the high speed cornering of which this car is capable. The 16-way adjustment of squab, cushion, lumbar and bolster elements is supplemented by memory and heating functions.

The sense of occasion offered when driving the Jaguar XKR-S will be heightened by the new carbon leather accents covering the seats, featuring unique contrast micro-piping and stitching combinations in Reims Blue, Red and Ivory. Duotone combinations of Charcoal with Tan and Charcoal with Red are also available.

With its new top model in the Gran Turismo model line, Porsche is raising the bar for sporty four-door cars in the luxury class by yet another notch. The new Porsche Panamera Turbo S is a unique combination of performance and efficiency, driving dynamics and comfort. Despite the increased power and higher torque, fuel consumption values remain at the moderate level of the Panamera Turbo - yet another example of "Porsche Intelligent Performance".

Even for a top luxury class model, Porsches new top-of-the-range Panamera boasts an extraordinarily comprehensive equipment level. For example, in keeping with the high performance Panameras sporty concept, it features the sports exhaust system as standard for an even more emotional engine sound as well as every driving dynamics control system that there is for the Gran Turismo. Porsche Dynamic Chassis Control (PDCC), an active rollstabilisation system, nips in the bud the vehicles tendency to lean when cornering, thus enhancing agility and comfort in equal measure. Porsche Torque Vectoring Plus (PTV Plus) applies a variable torque split to the rear wheels combined with an electronically controlled rear differential lock, thus ensuring superior traction in every driving situation. The steering system uses the speed-dependent Servotronic. It goes without saying that the suspension of the Panamera Turbo S features the Porsche Active Suspension Management (PASM) adaptive damper control and adaptive air suspension with additional air volume.

The sporty character of the new Porsche Panamera Turbo S is apparent not just in its performance but is also reflected on the exterior. The 20-inch 911 Turbo II wheels with increased rear axle track width, side skirts from the Porsche Exclusive range and the adaptive extending four-way rear spoiler in the exterior colour ensure particularly sporty performance and look. The fusion of exclusivity and sportiness is conveyed in the interior by the bi-colour leather finish, featured as standard. The new combination of black/cream is offered exclusively for the Panamera Turbo S with agate grey/cream also being added as an exclusive combination from autumn 2011.

Power unit with torque in abundance
The Porsche Panamera Turbo S engine is essentially identical to the Panamera Turbos supercharged 4.8-litre, eight-cylinder engine delivering 500 hp (368 kW). The 50 hp (37 kW) increase in the power of the Turbo S engine to 550 hp (405 kW) can be traced to two main developments: Improved turbochargers with titanium-aluminium turbine wheels and modified engine control. The use of the innovative titanium-aluminium alloy reduces the weight of the turbine wheel to half the weight of the conventional Inconel turbine wheel. This results in a lower moment of inertia and thus in improved and more agile engine responsiveness. The result: As with the power, the maximum torque also increased from 700 to 750 Nm in the Porsche Panamera Turbo S. In the "Sport" and "Sport Plus" modes of the Sport Chrono Package featured as standard and during kick-down in normal mode, the eight-cylinder engine even reaches 800 Nm with the so-called overboost function. The power pack is behind the new top-of-the-range Panameras record sprint times in every sprint discipline: The Panamera Turbo S needs just 2.6 seconds for in-gear acceleration from 80 km/h (50 mph) to 120 km/h (75 mph), managing the sprint from 100 km/h (62 mph) to 200 km/h (124 mph) in 9.1 seconds.

Designed in accordance with Porsche Intelligent Performance principles, the Turbo S engine offers not just more power and performance but also requires no more fuel than the Panamera Turbo for the same required performance. In addition to the basic design of the Porsche eight-cylinder engine, the biturbo V8s relatively low fuel consumption can be attributed to a whole string of detailed measures. On-board electrical system recuperation for example increases efficiency, with the battery being charged predominantly during braking or coasting phases. On the other hand when the car is accelerating, the alternators charging current is reduced - the load on the engine is eased because it needs to supply less power for charging the battery. This power is then also available for acceleration. This is complemented by the auto start/stop function that kicks in when the vehicle is stationary and enables the vehicle to move off quickly and comfortably following stop phases.

Sport Chrono Package Turbo and new acceleration display
The Porsche Panamera Turbo S features the Sport Chrono Package Turbo as standard, tuning the engine and chassis by pressing the additional "Sport Plus" button, making them even sportier. Additionally, in the "Sport" and "Sport Plus" mode and during kick-down in normal mode, the overboost function is activated, temporarily increasing boost pressure. This increase in boost pressure significantly increases the maximum torque from 750 to 800 Nm, delivering more powerful acceleration and sprint speeds in the process. Moreover, the "Launch Control" racing start function ensures the best possible acceleration when moving off by optimally coordinating engine control and the PDK shift program.

The Porsche Panamera Turbo S is being brought to market with a new driving dynamics display in the right-hand tube of the instrument cluster. It provides the driver with a corresponding display of both instantaneous and maximum longitudinal and lateral acceleration. The driving performance of the Panamera Turbo S is therefore not just noticeable but visible as well. From autumn 2011 onwards the driving dynamics display will also be included as a new function in the Porsche Communication Management (PCM) system.

Driveline concept: Porsche Doppelkupplungsgetriebe (PDK) and active all-wheel drive
The new top model shares with the Panamera Turbo the driveline concept based on the Porsche Doppelkupplungsgetriebe (PDK) and active all-wheel drive (Porsche Traction Management, PTM). The PDK combines the driving dynamics and very good mechanical efficiency of a manual transmission with the high level of gear selection and ride comfort of a conventional automatic transmission with no interruption to the power flow. To achieve this, it offers a manual mode including gear recommendation and an automatic mode. This enables the PDK to satisfy the Panamera customers demands for both sportiness and comfort. As with the sports cars, the driver operates the Porsche Doppelkupplungsgetriebe using either the selector lever on the centre console or by means of two pushbuttons in the steering wheel spokes. A three-spoke sports steering wheel with shift paddles is also available at no extra cost. In manual gear change mode, the gear recommendation displayed in the instrument cluster assists economical driving.

PTM: All-wheel drive helps to apply power to the road
The benefits of Porsches intelligent PTM all-wheel drive are particularly apparent in a high performance vehicle such as the Panamera Turbo S: Greater agility and driving dynamics, better traction and driving stability, enhanced vehicle control and driving safety when pushing the driving dynamics boundaries. Compared with conventional all-wheel drives, this is complemented by weight and fuel consumption benefits as a result of the compact design and improved driving performance as a result of the low centre of gravity.

Strictly speaking the smooth transitions make it impossible to differentiate between driving dynamics and traction. An example: Only if a vehicle has good traction, namely if the tyres dont develop excessive slip, is it possible to transmit cornering forces. What this means for the front axle is steerability and for the rear axle stability. Using PTM can reduce spinning of the drive wheels or ideally eliminate it altogether.

With the PTM in the Porsche Panamera Turbo S, the active all-wheel drive is implemented as a controlled, so-called hang-on all-wheel drive system accommodated within the Porsche Doppelkupplungsgetriebe housing. The electronically controlled multiple-plate clutch handles the fully variable distribution of the propulsive force between the permanently driven rear axle and the front axle with no fixed standard distribution. Permanent monitoring of the driving state makes for a lightning fast response to different driving situations: Sensors continuously monitor the number of revs for all four wheels, the vehicles longitudinal and lateral acceleration and steering angle, among other things. If for example the rear wheels start to spin when accelerating, the multiple-plate clutch intervenes more vigorously to transfer more propulsive force forwards. In corners only sufficient propulsive force ever reaches the front wheels to ensure optimal lateral support. When the brake control systems kick in, the PTM fully decouples the front axle to allow PSM interventions on individual wheels.

A broad spread of settings: from sporty to comfortable
The new Porsche Panamera Turbo S chassis features as standard all the systems that Porsche has developed and introduced for the sporty Gran Turismo. Underpinning everything is the combination of adaptive air suspension and adaptive damper control, the Porsche Active Suspension Management (PASM) system. The PASM seamlessly varies the damper forces, adapting them to road surface conditions and the driving style. The driver can use the PASM chassis button on the centre console to choose between three settings - Comfort, Sport and Sport Plus.

In similar fashion, the adaptive air suspension enables an even wider spread of suspension characteristics by activating differential spring rates, offering very high ride comfort on the one hand and very sporty driving dynamics on the other. The adaptive air suspension features four air springs, each complemented by one integrated, controllable auxiliary volume for modifying the spring rate. If the driver selects the comfort setting, each individual air spring with its total air volume of approximately 2.2 litres ensures an especially soft ride that cossets the passengers, especially on long journeys. If on the other hand the driver prefers a sporty ride, closing a valve reduces the active volume to approximately 1.1 litres. This increases the spring rate; the spring travel characteristic curve becomes more progressive, thereby making the chassis tauter. The adjustment occurs in tandem with the PASM damping characteristic - PASM also switches to the Sport Plus program - thereby intensifying the drivers chosen chassis tuning. This makes for a wide variation in handling between comfortable and especially sporty. The adaptive air suspension in "Sport Plus" mode also lowers the body, further improving the Panameras aerodynamics and centre of gravity, enhancing driving safety and reducing fuel consumption.

Featured as standard: PDCC and PTV Plus anti-roll system
With Porsche Dynamic Chassis Control (PDCC), twinned with Porsche Torque Vectoring Plus (PTV Plus), the Panamera Turbo S features the most highly specified version of the Panamera chassis as standard. PDCC prevents the chassis from rolling about the longitudinal axis of the vehicle by using active stabilisers on the front and rear axle to apply a countervailing force. The system also improves the vehicles balance by dynamically distributing the roll torque. The result: Ultimate agility in every driving speed range as well as optimal cornering behaviour and stable load transfer behaviour. The greater agility is achieved by the tyre always being in an ideal position relative to the road surface, thus optimising the build-up of lateral forces on the tyre. At the same time, the self-steering behaviour is selectively influenced by the variable roll torque distribution.

As a consequence of greater agility and lower lateral inclination, PDCC perceptibly improves driving performance, handling and driving comfort as well as driving stability. This is most apparent on winding roads and at high speed. When driving in a straight line the stabilisers are decoupled, causing the suspension to respond more sensitively to uneven road surfaces on one side, thus offering even greater comfort.

PDCC, PASM and air suspension are always jointly influenced by selecting one of the three chassis programs. With the comfort setting selected, PDCC with anti-roll disengaged emphasises comfort on uneven roads for a relaxed ride. In Sport and Sport Plus mode, the systems active interventions influence articulation behaviour, maximum anti-roll support, self-steering behaviour and traction, thus ensuring maximum performance and agility.

PTV Plus for even more cornering pleasure
When it comes to driving dynamics the benefits of the PDCC are further emphasised by Porsche Torque Vectoring Plus and the electronically controlled rear axle differential lock with variable locking effect. The system works by varying the torque distribution to the rear wheels and by employing an electronically regulated rear differential lock, optimising steering behaviour when being driven with a sporty driving style. Braking interventions applied to the inside rear wheel generate an additional rotational pulse in the direction in which the steering wheel has been turned. This results in a direct and dynamic steering action as the car enters the curve.

PTV Plus complements this by improving traction as required when experiencing high lateral acceleration, when accelerating on road surfaces with varying levels of grip and when accelerating out of tight corners. During load transfer when cornering, the vehicles turning motion into the corner is less pronounced as a result of the countervailing yaw moment built up by the rear axle differential lock and straight-line stability is improved. The result is high lateral dynamic vehicle stabilisation - i.e. chassis stability - optimal traction and high agility at any speed with precise and stable load transfer behaviour.

High performance brakes, also available with ceramic discs as an option
The red brake callipers behind the wheels of the Porsche Panamera Turbo S announce the most powerful conventional brake system that Porsche installs on its Gran Turismos. The braking power on the front axle is provided by six-piston aluminium monobloc fixed-calliper brakes and 390 millimetre composite brake discs. These brake discs are made from a light aluminium pot connected with the grey cast iron friction ring. This reduces the unsprung masses. Four-piston aluminium monobloc fixed-calliper brakes and 350 millimetre diameter brake discs are fitted on the rear axle.

One of the few technical options that the Turbo S still leaves open, the race-proven and particularly efficient Porsche Ceramic Composite Brake (PCCB) system with yellow-painted brake callipers, is available if desired. The front brake discs are 410 millimetres in diameter, the rear ones 350 millimetres. Compared with a brake system with grey cast iron discs, the PCCB responds faster, has very high fading stability thanks to constant frictional values giving it high safety reserves under heavy stresses. Also, the ceramic composite material reduces the weight to approximately half that of a conventional grey cast iron brake disc of comparable construction and size. This ensures better road grip, enhanced driving and ride comfort as well as greater agility and yet further improved handling.

Tyres and wheels: For optimum driving dynamics and efficiency
Thanks to the combination of large track widths and wide tyres with different front and rear tyre dimensions, the Porsche Panamera Turbo S exhibits sporty, agile, precise and safe handling when being driven with an especially dynamic driving style. This combination makes for high driving stability with little lateral inclination of the body and high lateral acceleration potential. To do justice to the high performance, Porsches partners in the tyre industry developed special tyre specifications and specially tuned them to the Gran Turismo. The sizes of the 20 inch tyres featured as standard are 255/40 at the front and 295/35 at the rear.

Precise and comfortable steering: Servotronic
The series version of the Porsche Panamera Turbo S includes Servotronic, a speed-sensitive powersteering system, upgraded yet again for all Gran Turismos. The steering is taut at high speeds. Steering manoeuvres are extremely preciseaccompanied by a high level of stee ring comfort. Conversely, at low speeds, Servotronic makes for especially smooth manoeuvring and parking.

Sporty luxurious appearance through and through
The sporty character of the new Porsche Panamera Turbo S is also reflected on the exterior. The 20-inch 911 Turbo II wheels with coloured wheel hub covers, combined with increased rear axle track width achieved by five millimetre thick wheel spacers, ensure especially sporty performance and looks. The side skirts from the Porsche Exclusive range, featured as standard, lend the new top model additional visual width. An additional unique selling point of the Panamera family: The adaptive extending four-way rear spoiler is painted in the exterior colour, but is also available in black if desired. The overall impression is rounded off by the "Panamera turbo S" lettering on the rear. From autumn 2011 onwards, the new Panamera Turbo S will also be available at no extra cost in agate grey metallic paint, reserved exclusively for this model.

Highly sophisticated adaptive light system as standard
The Panamera Turbo S comes with a highly sophisticated Porsche adaptive light system, comprising Bi-Xenon headlights, dynamic and static cornering lights, auxiliary headlights, speed-dependent driving light control and adverse weather light. The dynamic cornering lights are activated at a speed of 10 km/h (6.2 mph) and above. The light con trol system swivels the main headlights by up to 15 degrees into the corner. The static cornering light activates an additional halogen light source with a beam angle of approxi mately 30 degrees to the direction of travel. It is activated by the indicator or steering angle when stationary and at speeds of up to 40 km/h (25 mph). That means for example that the kerb is better illuminated when turning into a side road. At higher speeds it is activated by the steering angle alone.

Compared with the basic dipped headlight setting, the country road light offers greater range when illuminating the left hand side of the road and a wider beam. At higher speeds the control system adapts the shape of the light cone. It extends it forward, thereby improving visibility without dazzling oncoming traffic. Motorway lighting is activated at speeds in excess of 130 km/h (81 mph) or faster than 110 km/h (68 mph) and a longer stretch of road with small steering angles. Motorways lighting increases the light output and establishes a more effective boundary between light and dark at higher speeds. The adverse weather light is activated when the rear fog light is switched on and reduces reflection in poor visibility conditions such as fog or snowfall.

Interior: Bi-colour leather finish and comfort seats
The fusion of exclusivity and sportiness is conveyed in the interior by the bi-colour leather finish, featured as standard. The new combination of black/cream is offered exclusively for the new Porsche Panamera Turbo S with agate grey/cream also being added as an exclusive combination from the autumn. The birch anthracite interior package and prominent Porsche crest on the front headrests provide the finishing touch to the interior of the Porsche Panamera Turbo S. The front door entry guards and instrument cluster are embellished with "turbo S" lettering for additional differentiation.

The 14-way adjustable front comfort seats featured as standard are combined with the Comfort Memory Package for excellent ride comfort. The Memory Package includes extending seat bottom as well as lumbar support and electric steering column adjustment. Front and rear seat heating is featured as standard; seat ventilation is available as an option. Adaptive sports seats based on this seat system and including Comfort Memory Package with raised seat side bolsters and electric 18-way adjustment are available as an option. At the rear, two single seats with folding centre armrest afford generous head and leg room even for tall passengers.

Top-notch sound enjoyment: BOSE® featured as standard, Burmester as an option
Porsche Panamera Turbo S passengers will enjoy the sound of the BOSE® Surround Sound-System specially developed for the Panamera and fitted as standard. A total of 14 loudspeakers, a 200-watt active subwoofer with a Class D output stage and 200 millimetre speaker diameter as well as nine amplifier channels ensure an impressive aural experience. Overall output is 585 watts.

If so desired it can be replaced by the optional Burmester® High-End Surround Sound- System. If so, a unique aural experience will be delivered by 16 loudspeakers, controlled by 16 amplifier channels with a total output of more than 1,000 watts, rounded off by a 250 millimetre active subwoofer with a 300 watt Class D amplifier.

Conceptually, the design of this sound system broke entirely new ground. The crossover technology used has been carried over more or less unmodified from the Burmester® home audio sector. Analogue and digital filters were finely tuned for their own individual intended purpose. Ribbon-based tweeters (Air-Motion-Transformers, AMT) specially for the Panamera are used at the front, recognisable by their unmistakably fine and clear highfrequency sound reproduction. The customised loudspeaker housings are precisely tailored to the Panamera and deliver the optimum bass foundation, definition and impulse accuracy. The result: even at the loudest volumes an as yet unequalled, natural and richly textured spatial sound. Lightweight construction plays an important role with the Panamera sound system as well. Meaning that the combined weight of all the components of the Burmester® system is less than twelve kilograms.

New option: Lane Change Assist system for enhanced safety and comfort
From summer 2011 onwards the Porsche Panamera Turbo S is available with the Lane Change Assist (LCA) system as a new option, which will be available at the same time for the other Gran Turismo models as well. The system uses two radar sensors in the rear bumper to monitor the lanes on the right and left up to 70 metres behind the vehicle, including the blind spots. The Lane Change Assist system therefore enhances safety and comfort, particularly on motorways. The Lane Change Assist system is available in the 30 to 250 km/h (19 to 155 mph) speed range.

Specifications of the Porsche Panamera Turbo S
    Displacement: 4,806 cc
    Bore: 96.0 mm
    Stroke: 83.0 mm
    Compression Ratio: 10.5:1
    Engine Power: 405 kW (550 hp) at 6,000 rpm
    Max. Torque: 750 Nm at 2,250-4,500 rpm with overboost 800 Nm at 2,500-4,000 rpm
    Power Output per Litre: 84.3 kW/litre (114.4 hp/litre)
    Maximum Revs: 6,700 rpm
    Fuel Type: Premium Plus
    Dimensions
        Length: 4,970 mm
        Width: 1,931 mm
        Height: 1,418 mm
        Wheelbase: 2,920 mm
        Track width
            Front: 1,646 mm
            Rear: 1,642 mm
        Luggage compartment volume according to VDA: 432 to 1,250 litres
        Fuel tank capacity: 100 litres
        Unladen weight, DIN: 1,995 kg
        Permissible gross weight: 2,500 kg
        Permissible roof load: 75 kg
    Performance
        Top speed: 306 km/h (190.1 mph)
        0-100 km/h: (62 mph) 3.8 s
        0-160 km/h: (99 mph) 8.3 s
        0-200 km/h: (124 mph) 12.9 s
        0-1,000 metres: (3,2801 ft) 21.6 s
    Fuel Consumption
        Urban: 17.0 litres/100 km
        Extra urban: 8.4 litres/100 km
        Combined: 11.5 litres/100 km
        CO2 Emissions: Total 270 (265) g/km
        Emission Category: Euro 5

The Nissans focus on reducing emissions is not restricted to creating zero emission electric vehicles like the pioneering and award-winning Nissan LEAF.

Developing advanced technologies as part of Nissans PURE DRIVE strategy is driving the companys efforts to reduce emissions and fuel consumption from all its cars, and, has resulted in the launch of a new engine with one of the lowest CO2 figures in the world.

Powering the newest version of the popular Nissan Micra city car - the DIG-S - this advanced petrol engine produces just 95 g CO2/km and underlines Nissans leadership in both zero and low emissions mobility.

A direct injection unit with a supercharger - hence the cars name: Direct Injection Gasoline-Supercharger (DIG-S) - the engine is the embodiment of Nissans PURE DRIVE strategy, delivering sparkling performance, frugal economy and exceptionally low emissions. It has been designed to meet and exceed the everyday driving demands of the modern world and is the ideal partner for Micra, Nissans small city car.

As well as reducing emissions, this new engine will reduce the cost of motoring in many European countries. In the UK, for example, cars producing less than 100g/km of CO2 attract no annual road tax and are exempt from the capitals daily congestion charge.

In France, customers buying a car producing less than 110 g/km receive a €400 bonus payment from the Government while in Holland cars like the Nissan Micra DIG-S are exempt from the countrys BMP tax, saving around €1,000.

Technical innovation has been packed into the engine. The DIG-S uses the Miller cycle and direct petrol injection to raise the compression ratio to 13 to 1 for greater combustion efficiency and a supercharger for instant throttle response and added power. As well as delivering ultra low CO2 emissions, the lightweight, low-friction 1,198cc three-cylinder unit produces the power expected from a conventional 1.5-litre four-cylinder engine.

By minimising heat, friction and pumping losses as much a possible, Nissans engineers have created an engine that sets the standard for the rest of the industry. Its three-cylinder configuration gives many benefits including less weight and further reductions in friction loss, thanks to having fewer moving parts. Further gains are made thanks to the adoption of advanced engine management systems with Start/Stop and energy regeneration.

The results are spectacular. The Direct Injection Gasoline-Supercharger (DIG-S) engine produces 72kW (98PS) and 142Nm, while CO2 emissions are 95 g/km for the manual version and 115 g/km for the CVT version. Maximum speed is 180km/h for manual. Combined cycle fuel economy figures for the manual Visia version is 4.1 l/100kmh .

In common with industry practice, these headline figures refer to the entry-level version - Visia - as higher levels of equipment found in plusher models mean extra weight which affects emissions performance. But such is the efficiency of the unit that the most popular version, Acenta, also promises an outstanding CO2 figure: just 99 g/km in manual form.

Low running costs are guaranteed not just by the excellent fuel economy but also thanks to tax concessions based on its emissions granted in many European countries and to lower servicing bills from the smaller engine.

This remarkable engine makes sub 100 g/km emissions performance easily accessible while low cost of ownership make it a serious alternative to a comparable diesel... with the added bonus of greater refinement. Its first appearance powering the new Micra makes for an irresistible combination.

Micras city car credentials have been honed over decades of class leading models. Bristling with new technologies and based on a brand new platform, Europe-bound examples of the fourth generation Micra are built at an entirely new facility in India. It is also built in China, Mexico and Thailand and is sold in 160 countries around the world.

City driving is eased by the class leading all-round visibility and by technology that is not only innovative but actually useful, too. Available either as standard or an option are features such as Nissan Connect, a fully integrated entertainment and information package incorporating touch screen satellite navigation.

But perhaps the most useful feature for a city car - and technology thats rarely found on much larger cars - is the Parking Slot Measurement (PSM) system. As its name implies, the system measures potential parking spaces and lets the driver know whether it is large enough for the car or not.

It is available in one body five-door body style, three trim levels - Visia, Acenta and Tekna - and with a choice of two petrol engines. As well as the DIG-S, theres a normally aspirated version of the 1.2-litre engine, developing 59kW (80PS).

The Nissan Micra DIG-S  given its European debut at the 2011 Geneva Motor Show (March 3-13) with sales starting over the summer of 2011.

The current Cadillac CTS 2012 sedan took over the pioneer which was launched in 2004 with a 5.7-liter V8 and 400 hp. She instantly released her grandmother for what it was: a more powerful version, but raw, the first Cadillac CTS 2012, made in the register of hotrodders Americans. Now able to take on the best European sedans performance, the CTS-V sedan was first joined by a V version of the Cadillac family had sworn that he had no intention of producing. Then came the CTS-V Coupe, standard version remarkably faithful to the prototype that was the surprise and sensation of the 2009 Auto Show in Detroit.

Raw performance, agility, unparalleled ride and handling and mind blowing drive experience, these attributes are what people have come to expect from Lotus. And we dont like to disappoint. After months of media speculation Group Lotus is proud to announce the latest addition to the family: the extraordinary new Lotus Exige S, the ultimate lightweight high performance sportscar.

Alongside the staggering power to weight ratio, the Lotus Exige S has a completely new exterior and interior look and feel. The dramatic styling overhaul sees a completely new look for the Exige including a new front splitter and rear spoiler giving it a strong and aerodynamic profile.

There are two new interior package options available: Premium and Premium Sport. The Premium Pack provides added comfort and style where as the Premium Sport option focuses on creating an internal space optimised for ultimate driver involvement.

Built for the adrenalin hungry sportscar aficionado, the Lotus Exige S features high performance bespoke tyre package with Pirelli P-Zero Corsa tyres as standard. A Lotus DPM (Dynamic Performance Management) switch allows the driver to switch between three driving modes: Touring, Sport and DPM off.

And if three dynamic settings are not enough, an additional Race Pack option is available which adds a fourth driving mode setting: Race. This setting provides the maximum possible traction out of corners. The Race Pack also features Launch Control and an optimised suspension setting making the car perfect for letting rip on the track.

Commenting on the Exige S, Group Lotus Chief Executive Officer Dany Bahar said: "Anyone who has ever driven an Exige tell you that its not for the faint-hearted. The new Exige S skips a few rungs on the ladder to give the driver the ultimate Lotus experience. Quite simply you cant get more Lotus than the Exige S."

Lotus Exige S Technical Specifications
    Engine: Mid-mounted, transverse, 3456 cm3, 2GR-FE engine, V6, 24 valve
    Max Power: 350 PS / 257.5 kW / 345 hp @ 7000 rpm
    Max Torque: 400 Nm / 295 lb ft @ 4500 rpm
    Transmission: EA60 6 speed transverse Sports Ratios manual gearbox with open differential
    0-100 km/h: ~3.8 seconds
    0-160 km/h: 7.9 seconds
    Maximum speed: ~274 km/h / ~170 mph
    Fuel tank capacit: 40 litres ( 8.8 gal [UK] )
    Dimensions
        Wheelbase: 2370 mm
        Track
            front: 1453 mm
            rear: 1499 mm
        Overall length: 4052 mm
        Overall width (door mirrors excluded): 1802 mm
        Overall height - midladen (as per unladen with 2x 75 kg occupants): 1153 mm
        Overhang
            front: 880 mm (including splitter)
            rear: 802 mm
        Ramp Angle
            front: 7.4 degrees
            rear: 16.4 degrees
        Target Vehicle mass - kerb: 1,080 kg