Aston Martin One-77

Aston Martin has released a snapshot of the stunning new One-77; the ultimate creative interpretation of the renowned British marque.

One-77 fuses advanced technology with stunning Aston Martin design to create possibly the world’s most desirable automotive art form. Based on a sophisticated carbon fibre chassis with a handcrafted aluminium body, this 7.3 litre V12 super car will deliver exhilarating performance for a strictly limited number of discerning customers.

Two new images and more details about the limited edition Aston Martin One-77 have surfaced, providing us with a price, a handful of specs and some new views of the bespoke supercar.

Despite what the original teaser revealed, sources indicate that the One-77 will be packing a naturally aspirated 7.3-liter V12, as opposed to a 7.0-liter unit, putting out 700 hp and 553 lb.-ft. of torque. Power will be channeled through a rear, mid-mounted six-speed automated manual transmission, featuring Auto Shift Manual and Select Shift Manual (ASM/SSM), and controlled by an electro-hydraulic system.

The coupe will be available in left- or right-hand-drive, but seating will be limited to two. The exterior body panels will be made of handcrafted aluminum, while the monocoque body structure will be fashioned from carbon fiber. A deployable rear spoiler, adaptive suspension, carbon ceramic brakes and stability/traction control are all part of the package, and the One-77 is expected to tip the scales at just over 3,300 pounds.

A "Direct Customer Sales Contract" was supposedly leaked to 925.nl, which covers the details in all their fine-print glory, along with the price tag. One of 77 One-77s will set you back £1,050,000, excluding VAT and all the other taxes that go into the purchase. While Aston Martin isn't on the schedule for this week's Paris Motor Show, we're hoping to catch a glimpse of the new coupe in the City of Lights before it goes on sale towards the end of 2009

Maserati Quattroporte S

The new Maserati Quattroporte is unique in the field of luxury saloons, combining elegance and comfort with stunning performance.

The lines of the Quattroporte S are enhanced by the latest technology
The Maserati Quattroporte S’s show-stopping looks are down to Pininfarina, the world famous coachbuilder. New technological features and revised aerodynamics combine to render the elegant Maserati flagship model even more desirable and a car that stirs the soul.

The front end is dominated by the new grille with the traditional Trident logo in its centre. The grille’s chrome, convex vertical slats give the car an assertive poise and hint at the potential that lies beneath the bonnet. The front lights, like those at the rear, make use of LED technology to give the Quattroporte S an even more striking look.
The Quattroporte S is a car with a distinct character that combines power and elegance. Its unmistakeable lines are perfected by the new side spoilers.

The interior of the Maserati Quattroporte S offers superb comfort
The interior of the new Maserati Quattroporte S has raised the bar when it comes to comfort. This improvement is down to the radical changes made to the driving position, the seat set up, the multi-functional steering wheel with its sports grip, the commands now situated on the centre console, the revised instruments and, near the chic clock, the addition of a small storage compartment on the centre tunnel.

The Quattroporte S has electronically adjustable seats that can be set to fourteen different positions (including the seat back in four different ways). The driver’s seat has three memory settings and an easy entry/exit system (that pushes the seat back and raises the steering column). Owners can also opt for the front seat comfort pack that provides heating, ventilation and massage functions.

Passengers in the back can relax and enjoy the ride in a well-insulated cabin, free from any annoying vibrations. The Quattroporte S offers an array of rear seat positions thanks to their numerous functions such as their separate, electronic movement. The separate lengthways shift (10cm) and reclining movement mean that passengers will have no trouble finding a comfortable position. The rear seats can also be fitted with a heating, ventilation and massage capability, as an option.

The spacious, 450 litre boot has an even shape and is especially roomy widthways (it can fit three or four golf bags, depending on their size). Every inch of room in the boot can be exploited thanks to the luggage set specifically designed for the Quattroporte S and available as an option. Boot space has been found to accommodate the puncture repair kit that includes a pump. A 17” spare wheel can also be housed under the boot floor, available on request.

There is a range of other standard equipment that comes with the new Quattroporte S, including a cooler compartment inside the front armrest, two glass holders that tuck away into the rear armrest and an electronic blind for the rear window.

Interior: switchgear

The main commands inside the Quattroporte S can be accessed easily and quickly. Switchgear linked to the driving dynamics (Park Off, Low Grip, Sport, MSP deactivation) is set close to the driver. To one side, on the right of the centre display, are the commands to lock/unlock the doors and the window blinds. Lower down on the console is a group of commands for the dual-zone Automatic Climate control that has its own display.

Simplicity and speed of use are the concepts behind the interior’s design. Each switch does only one thing and the graphics make using them intuitive and immediately understandable.

The electronic handbrake is located on the centre tunnel. It is operated by simply pressing a button (that is slightly recessed to avoid turning it on accidentally). To deactivate the handbrake you need to press the button once more or depress the accelerator pedal. The Maserati Quattroporte S is also fitted with the 'Park' capability that turns on the electronic handbrake every time the engine is switched off. This function can be deactivated via the Park Off switch for times when you need to move the car with the engine off. To complete things, twin, chrome edged glass holders and an ashtray and cigar lighter can be found on the centre tunnel.


Interior: prestigious woods

At Maserati tradition dictates, attention to detail and a refined interior lie at the heart of the new Maserati Quattroporte S’s design. The flawless styling is a celebration of Italian craftsmanship. Wood, that most classic of materials, covers vast areas of the interior, giving the cabin a welcoming warmth. Three new prestigious woods make their debut in the new range: Starwood, Vavona and Polished Wenge. These woods prove once more the lengths Maserati goes to in sourcing new materials. For those who prefer a sleeker look, high gloss Black Piano and Blue Laque finishes are available.

Starwood stands out for its elegance and modernity. The vertical grain on the centre console and horizontal grain on the door panels, combined with a neutral grey-green hue, combines perfectly with cooler colours if the client wishes to create a clean and modern interior. Starwood also works with warmer colours to generate a contrast that brings out the vivid shades. Vavona has warm, amber tones. The wood is recognisable for the rounded and florid form of its grain. It is a wood that works particularly well with all the warmer leather colours in the range.

Polished Wenge, with its stretched grain, is a tropical wood. It is dark and dense and brings warmth to any environment with its brown toned grain. Blue Laque is the new alternative to Black Piano and has been introduced to combine with the Blue Navy leather tint. This creates and new and smart contrast to the lighter colours in the range.

Specially sourced, all the woods undergo treatment that is a combination of traditional working methods and the most advanced precision technology. Owners can even personalise their choice of prestigious woods with inlays.

The interior: Poltrona Frau® leather

The Poltrona Frau® leather that adorns the interior of the Maserati Quattroporte S is the result of a special selection process aimed at guaranteeing the finest quality in a material that is pleasing to the touch. The tanning treatment it undergoes makes the leather supple, hardwearing and practical and adds to the overall aesthetics. Poltrona Frau® represents workmanship of times gone by. It combines time-honoured expertise with more modern techniques. This process makes the leather extremely soft and comforting in winter but cool in summer. Poltrona Frau® leather also ages well, another reason it is rated so highly.

The most discerning Maserati owners can opt for the Luxury Pack in natural Poltrona Frau® leather, the last word in elegance and exclusivity. The leather is extraordinarily supple, something that will give passengers a sensation of refined extravagance. The Poltrona Frau® logo and the double stitched seats embellish the look.Two new colours make their debut on the new Quattroporte S: the natural and subtle Sabbia and Marrone Corniola, a modern shade of brown with a vivid and sporty tone.

Comfort and life on board

The navigation and entertainment systems on the new Maserati Quattroporte S have been completely revised. It is made up of the new Maserati Multimedia System and the Bose® Multi Media System. Created by Marelli, the Multimedia System includes, as standard, an on-board computer, satellite navigation system (a digital map, where available), a CD-ROM and mp3 player, a hard disk driver, jukebox for mp3 files, a 30GB hard disk, voice control, Bluetooth® Wireless Technology, and a USB/AUX-in that doubles up as a USB reader.

Sound is delivered courtesy of the Bose® Surround Sound System, which also comes as standard. The speakers reward occupants with a breathtaking acoustic performance that was designed specifically for the new Quattroporte S. A high resolution, 7" colour TFT screen sits in the centre of the dashboard and displays the CD functions, the satellite navigation (where possible a digital map), the RDS tuner, on board computer (that shows information about the journey and on the car's set up), a jukebox, Bluetooth® and the USB reader.

Controlling the system is easy and instinctive thanks to the commands located in the middle of the dashboard. You can also access the most frequently used functions in total safety via the steering wheel mounted buttons. Safety is also the theme behind the voice controls that work the audio system, the satellite navigation and the telephone.
The on board computer allows you to view information provided by the Trip Computer. This details average fuel consumption, the trip time, distance covered, average speed, the speed limit and the kilometres/days until the next service is due.

One of the available options is the Rear Seat Entertainment system made up of a centrally mounted rear screen and a DVD player. There is an AUX input jack for video games or external plug-ins (for example, a video camera), with sound transmitted via headphones or through the main speaker system.

The colour display panel that faces the driver feeds back useful information about the journey. This includes the settings of numerous electronic functions fitted to the car (MDS transmission, Skyhook, when the MSP kicks in or when the road surface is icy, for instance). The display also reports information from the satellite navigation system (when it is on), to help the driver with easy to read moving images.

Dual-zone Automatic Climate ControlThe new Maserati Quattroporte S comes with dual-zone automatic climate control as standard, further improving the on board environment. A series of sensors measure the quality of the air coming into the car and, for example, prevent unclean air or unpleasant odours from entering the cabin by automatically activating the recycle function. A second sensor stops the glass from misting by reducing the level of humidity in the air whenever it detects that the windows are at dew point.
Rear seat passengers also benefit from an excellent climate control system featuring six inlet ducts (two on the centre console, two on the centre pillars and two at foot level. The system can be enhanced with the addition, as an option, of a rear command panel. This allows rear passengers to control the climate, the intensity of the ventilation and the airflow split between the ducts.

Other on-board features Among the other electronic equipment that comes as standard on the Maserati Quattroporte S are the light sensors. These automatically measure the strength of ambient light and turn the headlights on and off accordingly. There are also rain sensors that activate the windscreen wipers and regulate their frequency, cruise control that sets the cruising speed automatically without the driver having to keep his foot on the pedal, an alarm (with perimeter and volumetric sensing and an anti-lift device), and the automatic locking of the doors when the ignition is switched on.Tyre pressure sensors, electro-chromic wing and internal mirrors and front parking sensors are also available as options.

The Maserati Quattroporte S’s engine, gearbox, chassis and suspension
Engine
The Maserati Quattroporte S is fitted with a new and powerful eight cylinder V90° engine with a capacity of 4,691 cc. It develops 430 bhp at 7,000 rpm and has a peak torque of 490 Nm at 4,750 rpm.
Instantly recognisable thanks to its distinctive red cylinder head covers, the 4.7 litre unit is the ultimate in the new family of wet sump engines. It was specially developed to guarantee the Maserati Quattroporte S an even more involving drive, the smoothest gear shifts and top draw performance. Upping the capacity from 4,244 to 4,691 cc was obtained by increasing the bore and stroke and analysing the engine’s longitudinal mass.
The technical solutions adopted make the Quattroporte S’s engine extremely reliable, quiet and also result in reduced friction. All this means lower fuel consumption and the chance to obtain precise phasing that means better refilling of the cylinders. These characteristics fully embody the positive features of the most recent Maserati engines: they are high powered and go up and down the rev range quickly.

Having 82% of the torque on tap at just 2,500 rpm means the 4.7 litre V8 makes light work of overtaking during long journeys and gives the engine a thorough workout through the entire rev range.

The 4.7 litre power unit’s performance is excellent: it produces 430 bhp, reaches a top speed of 280 km/h and sprints from 0-100 km/h in just 5.4 seconds.

Gearbox
The Maserati Quattroporte S’s automatic transmission favours fluidity and smooth gearshifts without compromising power or speed. The 4.7 litre engine’s punchy delivery is teamed with gearbox management software that was developed to optimise gear pick up and make the driver aware of when the automatic transmission was changing gear.
The result of a partnership between Maserati and ZF, the gearbox is served by a hydraulic torque converter. This provides a boost at low-mid revs and also ensures sufficient power right up to 7,200 rpm.

The driver can modify the transmission to best suit the road conditions or to match his own individual driving style by selecting the Low Grip or Sport buttons.

Low Grip mode guarantees maximum safety when the road surface is slippy or icy thanks to the direct input of the ASR traction control. Pressing the Sport button makes the transmission more aggressive and places the emphasis on performance with faster changes at higher revs. To keep in touch with its granturismo heritage, the Quattroporte S can also be driven in manual mode by flicking the switch located on the centre tunnel.

Chassis and suspension
The Maserati Quattroporte S’s chassis makes it an involving drive while also improving safety and comfort. Its torsional stiffness and flexibility results in well-balanced handling and enhances the driving experience.

The car’s front and rear double wishbone suspension, with forged aluminium arms and hubs, features ‘Antidive’ and ‘Antisquat’ geometry. This prevents the front end dipping under braking and the rear end squatting under acceleration. The suspension on the sports version of the Maserati flagship has been further upgraded with Skyhook suspension. Skyhook controls the variable damping and boasts a new setting that allows the optimal balance in roadholding. There are also new valves that improve the way the springs and dampers work.

The Skyhook system
The Skyhook system electronically controlled suspension system provides automatic and continual adjustment of the damping. Any bumps in the road’s surface are absorbed and on-board comfort levels remain as high as ever as the system adapts to the driver’s style behind the wheel.

Skyhook boasts software that is exclusive to the Quattroporte S and conceived to offer the maximum in comfort on the move. Skyhook acts by using acceleration sensors that detect movement on all four wheels and the body and instantly adjusts the dampers accordingly.

There are two different settings: Normal and Sport. In Normal mode, the ride is softer, favouring comfort. The driver can switch to Sport mode at any time to stiffen the ride and bring out Quattroporte S’s sporty nature and performance.


Traction and stability control
The Quattroporte S’s dynamic handling is further assisted by the Maserati Stability Programme (MSP). This has been specially designed by Maserati to improve safety and works by integrating the ABS, EBD and ASR, acting on the brakes and the engine in order to give the driver complete control of the car even in critical situations. The programme is based on a series of sensors that are able to pick up any movements that deviate from the car’s ideal handling. Like the Skyhook system, MSP can act according to two different driving styles. These correspond to settings chosen by the driver by pushing ‘Sport’ on the centre console. This setting adjusts the dampers, the traction control and the speed of the gear changes.

Steering
The electronic power steering is direct and precise at speed so the driver knows what the car is doing. At the same time, it is light and easy to use at lower speeds and when manoeuvring.

Weight distribution
The Maserati Quattroporte S’s weight distribution is unique in its category with a slight bias towards the rear end (49% front and 51% rear). This split transforms the luxury saloon into a car where performance is favoured and that rewards the driver with its superb handling. This set up was achieved by shifting the engine behind the front axle to maximise traction and acceleration while also making the car stable and perfectly balanced.

Brakes
The new Maserati Quattroporte S comes with a high performance braking system developed by Brembo. The 360 mm brake discs benefit from dual-cast technology: cast iron for the braking surface and an aluminium hub. This set up takes advantage of the consistent performance of cast iron at high temperatures and from the lightweight aluminium.
The six-piston callipers, of different diameters, are in a single aluminium block. These keep their shape better than two piece calliper sets and offer unbeatable stopping power.
The system is completed by the ABS, that stops the wheels locking under braking, and EBD, that distributes the braking force between the front and the rear axles; both systems are integrated into the Maserati Stability Programme (MSP). This solution offers excellent performance both in terms of stopping distance and resistance to brake fade, even under intense use. The Quattroporte S’s brakes are always prompt in responding and live up to the standards you would expect from a Maserati saloon.

Lights
The new Quattroporte S uses front and rear lights that have been developed to offer only the best in each individual function. The use of LEDs makes a big impact on the car and is one of the elements that link this model to the Maserati GranTurismo.

The most important lighting functions have been improved. The front xenon cluster now boasts the Adaptive Light Control system. This produces a brighter and clearer beam compared to conventional bulbs. The lights also automatically track the movements of the steering wheel so that the beam points to the inside of a curve (up to a maximum of 15º). For safety reasons, when the car is travelling above 120 km/h, the system returns to a traditional fixed position.

The Daytime Running Light function is a useful addition and is made up of ten LEDs set along the bottom edge of the headlight. The indicators catch the eye and the front headlights are memorable for their side-marks that merge flawlessly with the outside edge of the car, with the wiper forming part of the cluster. The fog lights employ an altogether different set up and are located in the bumper to ensure a wider beam.
This system is also used in the rear with 34 LEDs making up each light. This technology was employed because LEDs illuminate more quickly and produce a more intense beam than normal bulbs. They last longer, consume less energy and their performance does not dip over time.

The Maserati Quattroporte S is made to fit its owner like a glove
The Maserati Quattroporte S is a car that is designed to fit around its owner. The typically Italian made-to-measure concept has been applied to Maserati’s flagship saloon in an automotive take on the custom made suit.

Keeping pace with current trends in terms of exclusive materials led to the establishment of the ‘Officine Alfieri Maserati’, reserved for the Quattroporte. The personalisation options are divided into four categories: colour choice, on-board electronics, interior and travel and driving dynamics.

Colour choice
As well as the exterior colour (eleven standard and eight special colours) and interior finish (ten shades of leather), the owner can select from ten dashboard and parcel shelf colours, ten steering wheel colours, thirteen different colours for the stitching, four for the roof lining, six carpet colours and eleven shades for the seat piping. The brake callipers can also be personalised and come in red, silver, titanium, blue and yellow.

Interior and travel
One of the main choices the owner will have to make is about which of the prestigious woods to go for. There is a selection of six: Rosewood, Walnut Briarwood with Bois de Rose inlays, Mahogany with Bois de Rose inlays, Polished Wenge (also available with Bois de Rose inlays) Vavona and Starwood. Alternatively, you can choose a Black Piano or Blue Laque interior finish. The Quattroporte’s front and rear seats can be heated; there is the Comfort Pack for the front and/or rear seats with heating, ventilation and massage capability and the roof can be lined in Alcantara (beige, pearl beige, grey and black). Opting for the Luxury Pack means natural Poltrona Frau® leather used for the upper dashboard area, the parcel shelf and a choice of stitching colours. The steering wheel can be chosen in any of the wood trims and leather, or in Piano Black.

On board electronics
Some of the Quattroporte’s on board features will make the car an especially pleasant place to be. These include the Rear Seat Entertainment system (that includes a screen mounted in the centre, and a rear DVD player), an electronically operated sunroof, front parking sensors and electro chromatic wing and internal mirrors.

Executive Pack
The Executive Pack offers unbeatable passenger comfort with rear seats that heat, ventilate and massage occupants, climate control that can be regulated from the rear seats, side rear window blinds, Alcantara roof lining and wooden pull down tables.

ENGINE
Displacement : 4,691 cc
Bore : 94 mm
Stroke : 84,5 mm
Compression ratio : 11:1
Maximum power : 317 kW (430 bhp)
Engine speed at maximum power : 7,000 rpm
Maximum torque : 490 Nm (49,5 kgm)
Engine speed at maximum torque : 4,750 rpm
Maximum rev speed : 7,200 rpm
PERFORMANCE
Top speed : 280 km/h
0-100 km/h acceleration : 5.4 s
0-400 m acceleration : 13.7 s
0-1,000 m acceleration : 24.7 s (exit speed 220 km/h
80-120 km/h pick up : 3.7 s
100 km/h - 0 km/h braking distance : 35 m
CONSUMPTION AND EMISSIONS
Urban : 23.95 (l/100 km)
Extra urban : 10.91 (l/100 km)
Combined : 15.71 (l/100 km)
CO2 emissions (combined cycle) : 365 (g/km)
SIZE AND WEIGHT
Length : 5,097 mm
Weight : 1,895 mm
Width (including wing mirrors) : 1,991 mm
Width (excluding wing mirrors) : 1,885 mm
Height : 1,438 mm
Wheelbase : 3,064 mm
Front track : 1,582 mm
Rear track : 1,595 mm
Front overhang : 891 mm
Rear overhang : 1,142 mm
Turning circle : 12.3 m
Boot capacity : 450 l
Fuel tank capacity : 90 l
Dry weight : 1,880 kg
Curb weight : 1,990 kg
Curb weight + driver : 2,065 kg
Full load weight : 2,365 kg
Maximum weight technically permitted : 2,400 kg
Weight distribution : 49% front.; 51% rear.

ELISE 2008

The 2008 Lotus Elise continues the tradition of refined motoring with a sublime sports car that handles and performs like a race car. The Elise has numerous improvements installed as standard equipment including a new Lotus Tire Pressure Monitoring System that provides instant warning if there is a puncture or if pressures fall below safe levels.

Specifications
· Lotus Designed Lightweight Structure of Epoxy Bonded Aluminum Extrusions

· Integral Steel Seatbelt Support Structure and Lightweight Steel Rear Sub-Frame

EXTERIOR

· RTM Composite Fiberglass Body

· Black Soft-Top with Stowage Bag

· LED Taillights with Integral Reflectors

· Daytime Running Lights

· Aerodynamic Rear Diffuser with Central Twin Exhaust

· Solid Paint - Ardent Red or British Racing Green

SUSPENSION
· Fully Independent Suspension with Unequal Length Wishbones

· Bilstein Mono-Tube Gas Damper, Eibach Coaxial Coil Spring

· Front Anti-Sway Bar

· Cast Alloy 8-Spoke Wheels in Silver Finish

· Front Wheels: 5.5J x 16 - 175/50R16

· Rear Wheels: 7.5J x 17 - 225/45R17

· Yokohama Advan Neova AD07 LTS Sports Tires

· 4-Wheel Ventilated/Cross-Drilled Disc Brakes· Lotus/AP Racing & Brembo Calipers with Anti-Lock Braking System (ABS)

INTERIOR

· Black Cloth Seats with ProBax™ Anatomical Padding

· Air Conditioning, Starter Button, Tinted Glass and Carpet Foot Mats

· Airbags - Driver and Passenger (Passenger Airbag Cannot Be Deactivated)

· Factory Anti-Theft Alarm System with Engine Immobilizer and Remote Locking

· Aluminum Trim - Gear Knob and Handbrake Sleeve· Leather-Trimmed Momo Steering Wheel

· Alpine 4-Speaker Stereo with In-Dash CD Player

· Intermittent Windshield Wiper

ENGINE
· 189 Horsepower 1.8 Liter, Mid-Mounted 4-Cylinder with DOHC and VVTL-I (Variable Valve Timing and Lift Intelligence)

· Multi-Point Fuel Injection System with Electronic Ignition and Throttle Control

· Capacity: 1796 cm3

· Bore/Stroke 82.0 mm/85.0 mm

· Maximum Power: 189 hp @7800 rpm

· Maximum Torque: 133 lb ft @6800 rpm

· Compression Ratio: 11.5:1

· Fuel Tank Capacity: 10.6 Gallons

TRANSMISSION
· 6-Speed Close Ratio

PERFORMANCE
· 0-60 mph 4.9 sec
· 0-100 mph 12.9 sec
· Top Speed 150 mph
· Fuel Consumption 21 City / 27 Highway
· Curb Weight 1984 lbs

Car Insurance – How to Compare Rates From Multiple Companies Instantly

The reason we compare car insurance quotes from multiple car insurance companies is to make sure we’re getting the best rates possible. Of course nobody wants to pay more money than they have to, but in the other hand we also want to make sure that our car insurance company is going to respond quickly and fairly in case of an accident.
What is unknown to many is that there is not one single car insurance company that is cheaper than others. One particular car insurance company can be the cheapest for one person but the most expensive for another. Each car insurance company has a certain category of drivers they want to insure. If you fit their category they will offer you a cheap rate, if you don’t, they will offer you an expensive rate. That is their way of filtering the people they want and do not want to insure. That is the reason we need to compare insurance rates from multiple car insurance companies, to find out which company will offer us the cheapest rate. The key is to find the company that offers the cheapest rate for you, but of course, it is important to compare rates from quality companies only.
There are many quality car insurance companies out there; however, some of those quality companies also have a high price to go along with them. How do we find a quality company for a cheap price? That, my friend, is the key question.The traditional method of shopping for car insurance is to call around which we all know can be a long process. Another drawback of shopping for car insurance by phone is the probability of getting caught with the old “bait and hook” trick. That is when someone gives you a low quote by phone and hikes it up on you when you go into their office to purchase the car insurance policy.
In today’s world, luckily, we have the internet. The internet makes life a lot easier for all of us. Using the internet, we can shop for many types of things we may need which include shopping for car insurance.
Shopping for car insurance online is the best way to compare rates from multiple car insurance companies. Online, you can also read about a company’s history and make sure they’re a quality company. Most companies offer instant online car insurance quotes thorough their websites which makes obtaining car insurance quotes a lot easier than the traditional method of shopping by phone. Better yet, there are some websites that offer online car insurance quotes from multiple companies with one simple process. You can even purchase your car insurance online if you like the price. One such website is OnlineAutoInsurance.com. There, you can obtain quotes from quality companies such as Progressive, AIG, Infinity, GMAC, Bristol West, and several more. All with one simple process!

Aston Martins on film and culture

Author Ian Fleming gave his James Bond hero a DB Mark III in the seventh novel, Goldfinger. A long association between 007 and the marque began on screen with the silver DB5 that appears in Goldfinger (1964) and Thunderball (1965). This was James Bond's company car, and in GoldenEye (1995) and Tomorrow Never Dies (1997) appeared to have become his private car. In On Her Majesty's Secret Service (1969) a metallic-green DBS appears at the beginning and end of the movie. After an interlude with Lotus, Aston Martins were again used: a charcoal-grey V8 Volante and Vantage in The Living Daylights (1987). After switching to BMW for several films, the Vanquish appeared in Die Another Day (2002). In Casino Royale (2006), James Bond drives both the classic DB5 which becomes his personal vehicle after winning a poker game, and the new DBS which is revealed to be his new company car in Quantum of Solace (in theaters November 2008)

In Alfred Hitchcock's The Birds (film), a DB2/4 Drophead Coupe (convertible) is driven by male lead Rod Taylor and figures prominently in the final scene.
A black Aston Martin Vanquish appears in The Italian Job (2003 film).
In the film Gorgeous (1999) Jackie Chan drives an Aston Martin.
Rowan Atkinson's own DB7 Vantage was used in Johnny English (2003).
In the HBO series Entourage (2006), Vince buys all the guys an Aston Martin DB9 to celebrate the recent success of "Aquaman".
In the TV Series "Las Vegas" James Caan's character Ed Deline drives a DB9 Volante.
In the TV series Desperate Housewives, the character Gabrielle Solis (played by Eva Longoria Parker) drives a Maroon DB9 Volante.
On Youtube, there is a clip of Kobe Bryant, an NBA superstar, jumping over a speeding Aston Martin.

Italian Grand Prix 2008

The circuit of Monza will again host the Formula 1 Grand Prix of Italy from the 12th until the 14th September 2008. The Italian Grand Prix is one of the most popular races on the F1 calendar worldwide. In 2007 the McLaren team was leading the race. The team took the winner’s podium as well as the runners-up spot. The “Autodromo di Monza” is the ultimate circuit for speed lovers. On the long straight distances the Formula 1 pilots can race high speeds. Overtaking is easy, but also very dangerous. A race on the circuit at Monza forces a lot from both the car and the driver. As a result, spectacular crashes are also known to occur. A race at the “Autodromo di Monza” guarantees annual tension and sensation. This race should not be missed by real race fans!

British Racing Drivers' Club

The story of the British Racing Drivers' Club started way back in the days of the famous Bentley team that so effectively, and romantically, dominated the racing scene - Le Mans in particular - during the late 1920s.

The founder of the BRDC, Dr. J. D. Benjafield, one of the famed 'Bentley Boys' at Le Mans, was keen to organise dinner parties after races for his friends and drivers. It was these dinner parties which were the seeds from which grew the highly prestigious and much respected British Racing Drivers' Club that we know today.

The Club was inaugurated early in 1928, with twenty-five members and a clear set of objectives. These were to promote the interests of motor sport generally; to celebrate any specific performance in motor sport; to extend hospitality to racing drivers from overseas; and to further the interests of British drivers competing abroad.

At that time, membership was restricted to racing drivers of proven success and experience, and quickly grew following the decision of the BRDC to move into race organisation. The first Club-organised event, the BRDC 500-Mile Race, took place at Brooklands in October 1929 and the BRDC badge quickly established itself as a regular feature on overalls worn by the Club pioneer drivers.

After the Second World War, the BRDC became a major force in international motor racing, taking over the lease of Silverstone from the RAC in 1952 and subsequently purchasing the site's freehold from the Ministry of Defence in 1971. The Club through its wholly-owned subsidiary company, Silverstone Circuits Limited(formed in 1966 to develop the commercial aspects of the property), then set in motion a major redevelopment of what had been a wartime bomber training base producing one of the foremost motor racing facilities in the world. A Masterplan for the development of Silverstone is currently being implemented, with the long term security of the British Grand Prix the aim for both the BRDC and Silverstone Circuits Limited.

The entry criteria to the Club remains very strict with Full membership offered only to those ladies and gentlemen who have attained international success over a number of seasons. Associate membership is offered to those persons who have made a significant contribution to the sport and Honorary membership is bestowed upon only a special few, including F1 World Champions who by dint of nationality do not otherwise qualify. Every British or Commonwealth World Champion is, or has been in their lifetime, a Full Member of the Club.

Silverstone Circuits Limited promote a number of major international race meetings at Silverstone, including the British Grand Prix, plus rounds of the rounds of the FIA GT Championships, The British Touring Car Championship, Le Mans Series, British SuperBikes, British F3-GT and the Walter Hayes Trophy to name a few.

As a Club, the BRDC has grown to become the most prestigious motor racing club in the world and today, membership totals over 850.

Laemthong Motor Show 2008 (Rayong) in April

Niki Lauda

Andreas Nikolaus Lauda was born to a well-to-do Vienna family on February 22, 1949. His family's social status proved both nuisance and good fortune. Although he was later to become successful in business on his own, it was obvious early on that he was not cut to fit the conventional Lauda mold, much to his family's consternation. He did, however, find the family connections to be useful when it later became necessary for him to borrow to support his racing.

Lauda became interested in motor racing not from attendance at events or boyhood idolization of racing heroes, but rather from an innate interest in automobiles dating to a young age. When he was twelve, visiting relatives were letting him park their cars. He got hold of, in his early teens, a 1949 Volkswagen Beetle convertible in which he would ride roughshod over a relative's estate. He entered his first race, a hill climb, in a Cooper in 1968 taking second in class. Thereafter, despite his father's insistence that he stay away from racing, he competed in hill climbs and later Formula Vee. He did his stint hauling a Formula 3 car on a trailer to races around Europe. In the course of this he scared himself into a certain amount of sanity, and, in 1971, abandoned the wildness of Formula 3 to take the plunge on his own in Formula 2.

By virtue of his family's business reputation he was able to secure loans that would not otherwise have been available. He used these to buy an F2 seat at March for '71 partnering Ronnie Peterson (who was getting paid for his driving), and the next season an F1/F2 combination. When March fizzled he persuaded Louis Stanley at BRM to sell him a seat. In the course of all this he ran up debts that would have balked a small banana republic. Due dates on notes had an unfortunate tendency not to coincide with the availability of starting money from touring car races. But his abilities got him noticed. In true fairy tail fashion first Stanley began paying him, then the call from Ferrari's Luca Montezemolo came before the financial house of cards collapsed (his devil-may-care approach didn't seem to worry him at the time, although in his mature years he would say that it had been crazy). He squirmed out of his contract with Stanley, and was off on an often-rocky ride with Ferrari to two world championships.

In 1974, his first year with Prancing Horse, Lauda scored the first of his 26 F1 victories. He, as well as teammate Clay Regazzoni, with good cars under them, challenged for the championship. Lauda took it in his second year with the team in a car that was technically far superior to any of the competition. He had 5 wins and a huge margin over second place. He called 1975 "the unbelievable year."

The championship that Lauda may wind up being most remembered for was one that he did not win. It is a curious fact about top level sporting endeavor that something needs to go wrong before there is a contest - before there is real competition. Baseball with nothing but ever-flawless hitting and perfect pitching would be boring not to mention impossible. Likewise soccer with constant errorless goal keeping or shots that never miss. Things must go wrong in motor races as well. But racing involves powerful machines carrying extraordinary levels of kinetic energy. So when something does go wrong, people can get badly hurt or killed. Niki Lauda suffered severe injuries in the 1976 German Grand Prix at the old Nurburgring, in the process setting up what may have been the most dramatic championship that F1 has yet seen.

Lauda had taken a significant early lead in the points despite having cracked ribs as a result of rolling a tractor while mowing his Salzburg property. F1's reigning playboy, James Hunt, had nonetheless adopted a never-say-die attitude, and kept his McLaren barely in touch even though he had a win at the British GP taken away over an alleged technical violation. By the German Grand Prix he was more than 20 down to the Austrian. After an early stop to change from wets to slicks, just past Bergwerk, Lauda's Ferrari unexplainably swerved off to the right, impacted an embankment, bounced back across the track, was collected by Brett Lunger and caught fire. Several drivers including Lunger, Guy Edwards and a fearless Arturo Merzario managed to extract Lauda from the burning wreck. Although he was able to stand after the accident, it soon became evident that his injuries were grave. Hot, toxic gases had damaged the inside of his lungs and his blood. His helmet had come partially adrift and he had suffered severe burns to his head. He lapsed into a coma. For a period of time his life was despaired of. However, he rallied and, in a show of courage that is difficult to overstate, was back in a Ferrari cockpit at speed six weeks after the accident (he later revealed that at the time he was virtually petrified with fear).

This six weeks covered 2 races and saw Hunt draw close. The Brands Hatch win was given back to him on appeal, and he won at Zandvoort. Lauda's return to competition at Monza produced an amazing 4th place and 3 points. Hunt scored wins in both North American races, while Lauda had to settle for no points at Canada by virtue of suspension problems, and a third at Watkins Glen. This impressive run pulled Hunt to within 3 points of Lauda with only Fuji left on the calendar. The race started in a monumental downpour, and after 2 laps Lauda abandoned saying it was crazy to drive in such conditions. He was probably correct, but he was probably also still affected by his Nurburgring accident. In the event, the rain soon slacked, and Hunt finished third despite a late tire change, collecting 4 points to take the title.

Hunt by no means backed into his championship. He won 8 races to Lauda's 4 (in 1976 wins were worth 9 points; with wins now worth 10 points we may not see a championship season like 1976 again), and 6 of the last 9. When he suffered setbacks he always bounced back. When opportunity presented itself he rose, in true championship fashion, fully to the occasion. He would be have been the last to admit it (he seemed to be proud of his uninhibited life style), but he displayed the better qualities of the British competitive spirit - a consistent tenacity and persistence in the face of difficult odds. Lauda had placed himself in an awkward and stressful situation: still leading the championship while suffering the physical and mental effects of a very bad accident. He could easily have (and perhaps should have) sat out the balance of the season. But he faced up squarely to his handicaps in clinging to his lead, and displayed admirable sanity under enormous pressure at Fuji.

In 1977 Lauda cruised to his second championship despite winning only 3 races, then promptly dropped Ferrari at Canada. The parting was not amicable, although Lauda was later to recant much of his criticism of the team (and eventually serve it as a sort of minister without portfolio). He was apparently an example of that rare individual who was not over-awed by Enzo Ferrari. He claims to have regularly simply shown himself into The Drake's inner sanctum when he wanted a word with him. And he was not cowed when those words became heated as tended to be the case following Fuji.

For 1978 Lauda took up with Bernie Ecclestone and Gordon Murray at Brabham. It was not the success that might have been expected from the trio. The Alfa 12-cylinder was not up to the task. Ecclestone was busy running the money end of F1. The only real accomplishment of note during Lauda's 2 seasons with Brabham was the infamous Fan Car. Lotus was starting to make great strides with ground effects, the aim of which was to reduce the air pressure under the car thereby increasing tire grip and cornering speed. In an exercise in loophole exploitation that probably made Colin Chapman green with envy, Brabham repositioned the radiators at the rear of the car and cooled them with a big fan instead of with rammed air as was normal with side-mounted radiators. Of course, they contrived to see to it that the fan just happened to also suck air out from under the car increasing its downforce. Lauda and John Watson employed all of the sandbagging skills they could muster in an effort to hide the fact that the car was unbeatable. It won once, in 1978 at Anderstorp with Lauda at the wheel. It never won again because it never competed again, having been promptly banned as being contrary to some rule or other.
At Canada in 1979, exactly 2 years after kissing off Ferrari, Lauda suddenly decided in the middle of practice that he no longer wanted to race, and promptly retired then and there from F1. For 2 seasons he devoted himself to his airline business and to TV commentary.

Lauda returned to F1 in 1982 for, by his own admission, financial reasons. The fledgling airline that he had started (he loved flying so why not an airline; to Niki Lauda it made perfect sense) had fallen on hard times. He signed up with Ron Dennis and McLaren to partner John Watson for plenty of money (albeit, on only a 4 race contract to start with) and the promise of a competitive ride.

Lauda's comeback got tangled up in the great FISA - FOCA war. One of the more prominent skirmishes in this ugly affair occurred at the 1982 South African GP. Lauda wound up in the middle of a labor fracas before he had even turned a Goodyear in anger. The so-called Super License for F1 drivers had been introduced by FISA in an effort to keep marginal talents out of the cockpit. Owner members of FOCA (with the apparent connivance of FISA), however, had taken advantage of the licensing process to try and bind drivers to their teams. Most drivers, including Lauda with his shrewd eye for all matters fiscal, saw through this ruse and refused to sign. At South Africa they were threatened by FISA with being banned from the race for lack of licenses. Lauda and Didier Pironi, head of the Grand Prix Drivers Association, organized a resistance movement, and got most of the drivers to lock themselves together in a hotel meeting room over night while Pironi negotiated with FISA major-domo Jean-Marie Balestre. Balestre made concessions prior to the weekend having to be completely written off, and Lauda went on to place 4th in his first race back.

And it didn't take long for him to reacquaint himself with winning. At Long Beach he won in only his third race since returning. He also won at Brands Hatch that season. '83 was a no win year while the TAG Turbo was shaken down, but '84 ended with Lauda back at the top of F1. Although he won the '84 championship by a mere 1/2 pt., he seemed to have the measure of his usually faster rival and new teammate, Alain Prost, for most of the season. As quick as Prost was and as good a politician as he was, he met his match in the imposing personalities of Lauda and later Ayrton Senna. Lauda was seldom faster than the best of his rivals. He disliked risks that he considered unnecessary. He was not noted for redoubling his efforts when things weren't going well. He was not one for making selfless sacrifices for the good of the team (though he would do so for the good of Lauda). He did often have good cars, but he also often had talented teammates who had the same cars - Regazzoni, Reutemann and Prost. One might wonder how it was that he was so successful. Lauda had the sort of self-confidence usually reserved for megalomaniacs, minus the psychosis. All three of his championships probably came about as much because he willed them into existence as for any other reason.

An important part of his successful mental approach to competition apparently was for him to be as unsparingly honest and straight with himself as he was with others. In the late '70s a PR visit between the then World Champion driver and Muhammad Ali was arranged. Lauda came away from it scratching his head, not because of the hype the boxer surrounded himself with (which Lauda understood to sometimes be part of a super star's marketing) but because Ali appeared to believe it. This was not a delusion under which Lauda would ever fall.

Another part was sheer smarts. Lauda, though a poor student as a youngster, is obviously possessed of superior intelligence in a branch of sport where that is saying a great deal indeed.

This served him well off the track as well as on. He and collaborators have produced 4 very informative books on racing and his career (which, by the way, thoroughly dispel the notion that he was nothing but a cold-hearted machine). He mastered English quickly (and, per force, Italian while he was with Ferrari), and thus had a language other than German in which to deliver the patented Lauda interviews. These were dispensed with a combination of succinctness, authority and deadly aim that rivaled the Almighty handing down the Ten Commandments on Sinai.

A good example occurred after he had retired from racing for the second time. One of his Lauda Air 767s suffered an uncommanded thrust reverser deployment after departing Bangkok and plunged into the jungle snuffing out a couple of hundred or so lives. Lauda rushed from Austria to the crash site buried deep in the Thai rain forest. The story has it that, plowing around through aircraft pieces, bodies and undergrowth, he single-handedly discovered the mechanical evidence pointing to the faulty reversers. Whether this is actually true or not, he was certainly instrumental in turning up information useful in determining the cause of the accident. He went straight to England where he could test the theory in a 767 simulator, then immediately held a press conference at which, with typical Lauda clarity and economy of words, he stated (not "suggested" or "inferred") that he knew the cause of the crash, and that it was not Lauda Air's fault, but rather a problem with the Boeing aircraft type. The official investigation culminating a year or so later arrived at the same conclusion. This ruthless straightforwardness had served him well in innumerable interviews during his racing career. While Hakkinen shows that he brooks no stupid questions by hemming and hawing, looking at the floor and replaying answers over and over, Lauda showed the same thing by simply providing a (emphasis here) few quick, clever, perfect words.

Lauda did not hang around long after taking his third championship. His second and final departure from F1, at Adelaide in 1985, was typical of his whole approach to racing and to life - quick, with no frills and no glance over the shoulder. One moment he was flying his McLaren down the long straight. The next his front brakes had failed him and he was skittering into the runoff area and up against the wall. The next after that he was out of his car disappearing behind the barrier without a look back and with the next flight out on his mind.

Many of Lauda's actions may appear to have been somewhat precipitous. But he likely is not so much impulsive as pathologically decisive. His extreme dislike of wishy-washiness probably explains such things as his abrupt abandonment of Ferrari in '77, his equally abrupt retirement from Brabham and F1 in '79, and his thumbing his nose at monopolistic Austrian Airlines by founding his own airline. He is unsympathetic to lack of punctuality. By his own admission those around him, including his family, often had to arrange their lives to suit his needs. He was vigilant and not the least bit sentimental when it came to making money from racing, to the point of insisting on handsome payment for autograph sessions. These and other personal traits chafed some egos along the way. In his Ferrari days Lauda, the very antithesis of the Italian persona, never captured the love of the tifosi the way that Gilles Villeneuve, or even Mansell did. Yet he became a bona fide legend in his own time. Certainly part of this was due to his Nurburgring accident. But primarily it was a result of the unique impact that his personality and skills had on the sport. There may have been a few better than him, but there have never been any like him.

Jarno Trulli

Jarno Trulli has been a Panasonic Toyota Racing driver since October 2004, bringing not only speed and race craft, but also the benefit of his vast experience of Formula 1, and life itself.
Motorsport is his passion, but that only tells half of the Jarno Trulli story. As well as racing, he produces his own wine, now a flourishing international business, while also building his own karts and - not to forget - enjoying a happy family life with wife Barbara and their two sons, Enzo and Marco.

He says: "I think I just see life in a different way. We all have different personalities and now I have a family I understand a bit more about certain things."Family is important for Jarno, so it was natural that when he looked for an opportunity away from motorsport, he chose to produce wine, a family tradition from his grandfather's time.
And success comes naturally to the quiet Italian so, after buying the vineyard in the Podere Castorani region in 2000, he has rapidly expanded from around 18,000 bottles a year, to an impressive 600,000 now.

"The year 2000 vintage was our first season and it was a really good season," Jarno says. "It was strange for me to drink a bottle of my own wine but I was happy because it was produced from my land and my passion.

"It is a really good feeling, especially when people appreciate my wine. It is great because when I travel around the world to Australia or to Canada and many other places I find my wine!"
Jarno, who has scored three podiums and one pole position for the team, has made 181 Grands Prix starts since his debut as a 22-year-old, following an impressive career in junior racing, including the 1995 world kart championship and the German Formula 3 title a year later.

In that first season, he started with Minardi but caught the eye of former world champion Alain Prost, who signed him as a temporary replacement for the injured Olivier Panis. That proved a good decision and Jarno scored a fine fourth place at the Nürburgring before sensationally leading in Austria.

After such impressive performances, Prost signed Jarno permanently for 1998 and 1999. Times were not always easy at his new team, but in the torrential rain at the Nürburgring, his hard work paid off with second place. Jordan was Jarno's home for the next two seasons and he continued to catch the eye, his reputation as one of the fastest drivers over one lap blossoming thanks to front row starts at Monaco and Spa-Francorchamps - both famed as the ultimate test for drivers - in 2000 and four more in 2001. Bad luck kept him from the podium, with fourth his best result at Jordan before a change of scenery for 2002 with a move to Renault. He outshone his team-mate but fourth was again his best result. Matters improved in 2003 and Jarno was third in Hockenheim, twice starting from the front row.

The 2004 season saw the greatest day so far in Jarno's career, when he won from pole position at Monaco. But, despite another pole at Spa, he left Renault before the season's end, joining Toyota for the last two races.

After achieving a personal milestone with his Monaco win, in 2005 he delivered more for his new team, taking Toyota's first Formula 1 podiums with second places in Malaysia and Bahrain, and third in Spain, as well as the team's maiden pole position, at Indianapolis.

Seventh place in the World Championship was his reward while Toyota's best season yet saw the team finish fourth in the Constructors' Championship.

Points were harder to come by in 2006, but a battling fourth place at Indianapolis delivered some return on his usual impressive qualifying pace, which included third on the grid at the final race in Brazil.

Jarno showed his speed again in 2007 by qualifying in the top 10 on 14 occasions, with a best result of sixth.

Role : Race Driver, Car Number 11
Nationality : Italian
Born : 13 July 1974 - Pescara, Italy
Marital Status : married to Barbara, 2 sons (Enzo and Marco)
Height : 1.73m
Weight : 60kg
Hobbies : Music, karting and fitness
Favourite food : Italian
Favourite drink : Cola
Favourite music : Jazz, pop, rock, lots of variety
Favourite circuit : Spa-Francorchamps
Favourite holiday : Maldives
Person most admired : The Pope
Bad habits : Arriving early
Drives : Lexus RX400, Harley Davidson
Favourite F1 driver : Niki Lauda
Best F1 moment : Winning Monaco 2004

Bangkok International Motor Show 2008

The 29th Bangkok International Motor Show - Bangkok International Trade & Exhibition Centre (BITEC)26 March - 6 April 2008

Carrera GT

Introduced at the Frankfurt International Motor Show two years ago, the Carrera GT was the undisputed highlight of the event. Today, Carrera GT owners have the opportunity to make this expensive and rare Porsche even more sporting and exclusive than it already is.

This unbelievable excess of power and individuality is made by edo competition Motorsport.

670, 715 and Even 770 bhp

edo competition achieves this level of power thanks to the use of a modified intake system, re-calibrated engine controls, high flow air filters and new header catalytic converters. To round off this power package, edo competition delivers a full stainless steel performance exhaust system featuring electronic programmable butterfly-valve control.

Acoustics are anything but neglected; the sport exhaust system, which is available in two different sound levels, produces a wonderful deep and sonorous tone, clearly announcing the approach of an edo competition Carrera GT.

The cat-back exhaust system was developed on the dynamometer from start to finish. The result is a power increase of 25 bhp and a 22 ft-lb increase in torque. An additional benefit: the system is 40 lbs lighter.

Aerodynamics

The aerodynamic rear wing is fabricated entirely from carbon fiber. The center portion of the Gurney Flap raises along with the retractable rear wing to produce additional downforce on the rear axle, along with the fixed flaps on either side of the wing.

Suspension

The 3-way adjustable edo/KW Competition shock absorbers and sports suspension system are designed for motorsports. For our 3-way adjustable shock absorbers, we employ gas mono-tube shocks that are adjustable for compression and rebound (separate adjustments for low/high speed compression damping) and feature a remote oil reservoir. The damping forces can be adjusted individually.

edo competition also offers an electro-hydraulic nose lift system as optional equipment.

Wheels

Optimum grip is provided by edo competition’s wheel and tire combinations. Employing a new wheel design, the edo competition Carrera GT is equipped with a set of 18 in. forged wheels wrapped in Michelin Pilot Sport Cup tires. Front: 265/35 R18, Rear: 345/30 R18. Polished stainless steel outer rims and high-strength aluminum inner rims make these wheels a visual highlight.

All modifications are carried out exclusively at edo competition Motorsport GmbH in Ahlen.

Specifications
Brakes & Tires
Brakes F/R : ABS, vented disc/vented disc
Driveline : Rear Wheel Drive
Tires F-R : 265/35 R18 - 345/30 R18
Engine
Displacement cu in (cc) : 350 (5733)
Power bhp (kW) at RPM : 770(574) / n.a.
Redline at RPM : n.a.
Torque lb-ft (Nm) at RPM : n.a.
Type : V10

Aston Martin DB9

DB9 is a thoroughbred sports car with GT levels of comfort and refinement. Its design philosophy is uncompromising and brings together everything that makes a sports car great with that unique Aston Martin character, borne out of craftsmanship and use of the finest quality materials.

So what is it that makes a great sports car?Most cars are a series of compromises. The result is usually rational – even impressive on paper – but often bland and soulless in reality. Sports cars should be all about character and driver involvement. They need to look great, sound great and have power and performance to stir the soul.

But what is beauty without aerodynamic efficiency? Power encumbered by weight? Straight-line performance without agility? Great sports cars balance these apparent opposites, creating an experience that is both unique and unforgettable. What the driver sees, hears and feels is in harmony. The reward is total involvement: a level of engagement that truly stimulates the senses, that re-ignites the passion for driving.

DB9 meets all of these challenges. Undeniably beautiful yet efficient. Power in proportion to weight. Harmony of sound and performance and dynamic ability inherent through good design. But an Aston Martin is also luxurious. On those occasions when top speed and maximum acceleration are not really necessary, indulge yourself.

Be uplifted by the magnificent styling; revel in a sumptuous, fully equipped cabin trimmed in the finest quality materials; enjoy the superb Linn audio system; select Drive and let DB9’s 6.0-litre V12 and shift-by-wire fully automatic transmission do the rest.

DB9 is new from the ground up. Every feature has been tailored to make the world's finest sports GT. The starting point was to define the ideal dimensions, proportions and materials for the chassis. Aston Martin did not use an adapted platform from an existing family or luxury saloon - the most common starting point for GT cars. This approach can lead to compromise in styling and weight and loss of character.

Aston Martin developed its own incredibly light and strong aerospace-specification bonded aluminium structure. This 'VH' (Vertical/Horizontal) architecture, which is unique to Aston Martin, has given DB9 one of the most structurally efficient body frames in the car industry. Its enormous rigidity aids handling, driver feedback and safety. More than any other single component, the advanced aluminium structure is the reason for DB9's extraordinary nimbleness, responsiveness and overall character.

All major body and mechanical components are either aluminium, magnesium alloy, or advanced light weight composite materials. These include the aluminium V12 engine and transmission, forged aluminium suspension, and aluminium-bodied dampers. Even the windscreen surround is cast aluminium, while the door frames and inner panels, steering column and gearchange paddles are magnesium. The result is that DB9 is up to 600 kg leaner than some other GTs. That is the equivalent of six men, plus luggage.

This light weight, allied to class-leading rigidity, contributes to improved acceleration, agility, steering response, braking and fuel economy. The result is a significantly heightened driving experience. In every case with DB9, the ideal solution - not the easy solution - has been sought. That is why DB9 is a charismatic sports car. Superb to drive; lovely to behold: 100% Aston Martin.

Sports cars are meant to be beautiful, and no maker of sporting cars has a better reputation for understated elegance and graceful styling than Aston Martin. Their beauty comes from harmonious proportions, a ground-hugging stance, taut surfacing, and thorough attention to detail. They are subtle, not attention-seeking. DB9 appears as if milled from a solid piece of aluminium.

Its side profile is typically Aston Martin: very clean, with a single sweep roofline. The uncluttered lines flow through to a distinctive tail, and the haunches on the rear wings are wide and curvaceous. Key Aston Martin design characteristics include the distinctive grille, metal side strakes and signature rear window shape.

‘Aston Martins have a highly distinctive form language. The lines are beautiful and harmonious, giving our cars the appearance of motion even while stationary’, explains Director of Design Marek Reichman.

Great design, however, is not just about form; it is also about function. An Aston Martin is by definition very fast, so it needs to be aerodynamically efficient. It must be superbly stable at high speed - even the exhaust silencer is aerodynamically shaped to help achieve this.
The result is that DB9 drives arrow-straight at high speed yet, like all great Aston Martins, it does so with supreme elegance and grace.

It takes one push of a button and a mere 17 seconds to raise or lower the roof of the Volante. Hood up or down, the lines of a DB9 Volante remain breathtakingly beautiful.

DB9 was conceived and designed, from the outset, as both a Coupe and a convertible (Volante). This uncompromising approach is typical of the whole DB9 engineering philosophy. That is why DB9 Volante is one of the most structurally rigid and best handling convertibles in the world. It is also one of the fastest and quietest. It looks elegant and perfectly proportioned from every angle - with roof up or down.

As with all Aston Martins, beauty and proportion is of key importance.

DB9 Volante's folding fabric roof is light, attractive and durable, and is also compact when stowed. There is no loss of practicality - DB9 Volante retains the rear seats, and offers the same boot space as DB9 Coupe.

The roof retracts fully, at the single push of a button, and swiftly stows beneath a hard tonneau cover that closes flush with the rear bodywork.

Safety is of course a major consideration. Special tilt sensors detect the danger of a possible roll-over and deploy two strengthened hoops from the rear seat headrests. Further safety protection is offered by the windscreen A-pillars, which can withstand more than twice the total weight of the car.

Great sports cars must handle superbly. They should respond quickly and predictably to driver commands; they should be nimble and agile.

The front-to-rear weight distribution of DB9 is near perfect with 85 percent of the car's mass sited between the front and rear axles. The aluminium V12 engine is mounted as far back as possible in a 'front mid-engined' layout. The compact aluminium transaxle housing the gearbox and final drive is positioned at the rear, forward of the rear axle.

A lightweight and rigid carbon fibre propellor shaft, housed in a cast aluminium torque tube, transfers torque from the front-mid engine to the rear-mid transmission. This gives DB9 its superb balance.

The result is a car that can be driven with great delicacy, a car that communicates richly through its steering, that is stable and predictable. DB9 excels not because it has a myriad of electronic controls added in an attempt to overcome compromise, but because it has an inherently light and stiff structure, perfect weight distribution and finely tuned suspension.

This lightness and balance make the whole driving experience more pleasurable - from the deft touch needed to open and close the elegant 'swan-wing' doors, to the touch and feel of even the most minor controls.

DB9, more than almost any other sports car, is in harmony with its driver, and in harmony with the road.

A great sports car needs a great engine - it is the heart of any high performance machine. In DB9's case, that great engine is a powerful yet refined all aluminium 6.0-litre V12. It produces 335 kW (450 bhp) and 570 Nm (420 lb ft) of torque. That results in a power to weight ratio of 194 kW/tonne (263 bhp/tonne) - one of the highest figures in its class.

Performance is enormous, yet usable. Top speed is 300 km/h (186 mph) and acceleration sees 0-100 km/h (62 mph) in 4.9 seconds (add two tenths of a second for the automatic). These figures are impressive and DB9 will respond with real passion.

With 80 per cent of the V12 engine's torque, or pulling power, available from as little as 1500 rpm the DB9 can also relax. Mid-range performance is astonishing, giving instant overtaking power almost regardless of engine speed, or even which gear the car is in.

DB9 offers a choice of two transmissions, both allowing the driver terrific interaction with the car. The six-speed 'Touchtronic 2' fully automatic transmission uses shift-by-wire technology, and replaces the conventional gear lever with dashboard-mounted buttons to select Park, Reverse, Neutral and Drive modes.

The result is sophisticated yet intuitive: quick and easy to use and providing instant response to driver input. If preferred, or where driving conditions tempt, magnesium alloy paddles, sited behind the steering wheel, enable instant, F1-style gear changes, providing the choice of rapid and involving fingertip gear changing.

Unlike many other sports GTs, DB9 also offers a six-speed manual gearbox, featuring a conventional gear change and new high-capacity, twin-plate clutch.

More than any other quality, DB9 seeks to serve up the richest driving experience in the sports GT class. It serenades the driver with its balance of engine and exhaust notes; it scintillates with its performance and agility; it charms with its delicious blend of fluent steering and linear controls. And if you wish to relax and just enjoy a leisurely drive, you can indulge yourself with the superb, industry-leading Linn audio system and select the car's full automatic transmission mode.

This match of performance and luxury is the reason why DB9 can be both out-and-out sports car and refined GT. The cabin of DB9 is built around the driver. You sit as low and as close as possible to the car's centre of gravity. Combined with the rigid body structure and all-aluminium, double-wishbone suspension, the result is unfiltered feedback of the car's dynamic behaviour.

This rich two-way communication - car to driver, driver to car - is at the very core of DB9's design philosophy. Aston Martins have always made great music. The V12 engine has been described as the finest-sounding engine in production. The exhaust is tuned not only to be efficient and 'clean' but to provide the appropriate musical accompaniment to the engine. Under hard acceleration, the engine growls in triumph. Yet, when cruising, the growl becomes muted and melodic.

The steering, power-assisted for lightness, is superbly responsive, helped by the car's low weight and superb balance. The vast disc brakes - 355 mm diameter discs at the front, and 330 mm at the rear - are ventilated and grooved, to aid cooling and boost braking performance. Radially mounted four-piston monobloc calipers provide great stopping power with a firm yet progressive pedal feel.

Elegant & Luxurious Cabin Hand-Trimmed in Natural Materials
DB9 is a luxurious sports car. It is supremely comfortable, with a cabin hand-trimmed in beautiful, natural materials - primarily wood and leather. There is the latest in modern technology, yet there are no superfluous controls or displays. There is a minimum of distraction. Even the satellite navigation screen motors seamlessly away when not in use.

Yet the car has very high equipment levels, as you would expect in a thoroughbred sports car with GT levels of comfort and refinement.

The cabin interior is handmade, from the cutting of the leather to the crafting of the wood. This is not done merely for 'traditional' reasons. It is done because a skilled craftsman can finish wood or leather better than any machine. The leather is particularly soft and supple, as you would expect of Aston Martin, and is used throughout the cabin.

Wood trims are inspired by quality, hand-finished furniture. There is a choice of four: walnut, mahogany, piano black and bamboo.

In every case, 'single piece' cuts are used, rather than tiny strips or thin appliqués. Crafting such large pieces of wood is only possible when done by hand.

The use of aluminium on the dashboard, in the instrument panel and for the door handles, reflects the widespread use of that beautiful and lightweight metal throughout the rest of the car. It is a stylish and contemporary metal, yet one steeped in automotive tradition. Even the starter button, the driver's first interaction with the V12 engine, is beautiful, made from clear glass.

An Exclusive Sports Car Tailored for Individuals
Aston Martins are hand-built cars, made to order. This exclusive, bespoke tailoring philosophy means any combination of paint and leather trim colour is possible. That is the essence of hand craftsmanship; it's what makes Aston Martin's new Gaydon facility the Savile Row of sports car production.

There is, of course, an extensive palette of standard body colours and interior finishes. These have been specially chosen by Aston Martin's team of designers, who have scoured the world to gain inspiration for colours, materials, surfaces and finishes.

Twenty paint colours, categorised as 'contemporary' and 'fast track', vary from subtle metallics to the brightest hues. Twenty shades of the finest, softest leather, eight colours of carpet and four choices of wood trim - piano black, walnut, mahogany and bamboo - complete the 'standard' choice. For DB9 Volante, six roof colours are available, from black to sandstone.

DB9 is equipped with an industry-leading Linn 128 W audio system - the finest standard in-car entertainment available - including a six CD autochanger. Optional upgrades for the true enthusiast are available, to either the magnificent Linn 260 W system with Limbik 5.1 or the supreme Linn 950 W system with Dolby Pro Logic II. Other features include satellite navigation, reversing sensors, cruise control, personalised sill plaques, powerfold mirrors, memory mirrors, heated front screen, tyre pressure monitoring, memory seats and a bright finish grille.

Technical Innovation Tested Meticulously
DB9 is the most thoroughly tested and engineered car in Aston Martin's history. It is also one of the most technically sophisticated cars in the world.

The long list of design and engineering innovations includes the Organic Electro Luminescent (OEL) displays in the instrument pack and centre console. These provide higher resolution, and improved clarity, compared with conventional electronic displays.

Other innovations include LED (Light Emitting Diode) rear lamps that project through a reflector, dispensing rays more evenly than other LED systems. They also react more quickly, giving earlier warning to following drivers when braking.

A work load monitor temporarily cancels low-importance warning information during spirited driving so as not to distract the driver. The propellor shaft is particularly innovative: it is manufactured from carbon fibre for lightness and improved transmission refinement.

A stunning DB9 design feature is the 'swan wing' doors, which open out and up, improving access and reducing the danger of the doors scuffing on high kerbs. DB9 also pioneers the use of ultrasonic welding, which is 90 per cent stronger than conventional spot welding, and results in a better finish, yet uses only 5 per cent of the energy.

DB9 prototypes were tested in locations as diverse as Nardo in Italy, Death Valley in the USA and inside the Arctic Circle in Sweden. In all, more than one million testing miles were covered.

Reassurance in an Unpredictable World
DB9 offers class-leading safety. Its structure is designed to provide a supremely robust passenger cell that cocoons its occupants who are further protected by extruded aluminium crumple zones front and rear.

Dual-stage driver and passenger airbags, seat-mounted side airbags and seat belt pretensioners offer further protection. In the Volante, rear roll-over hoops are automatically deployed, when required, from the rear headrests.

DB9's active safety - the ability to help avoid an accident occurring in the first place - begins with its inherent agility and responsiveness. The lightweight, rigid body structure and superbly tuned suspension and steering are further aided by a host of advanced electronics. These include Dynamic Stability Control (DSC) and the latest-generation ABS brakes which, should the system detect loss of grip, combine to help keep the car stable and balanced.

Electronic Brakeforce Distribution (EBD) and Emergency Brake Assist (EBA) are also employed. EBD balances the front-to-rear braking bias, to give optimal braking performance. In an emergency, EBA sensors detect when maximum braking is required and automatically apply the appropriate force.

Although engineering development is carried out exclusively at Aston Martin, whenever appropriate solutions and expertise existed outside the company, that is where Aston Martin's engineers turned.

For instance, Volvo in Sweden is recognised as the world leader in automotive safety engineering. All the safety systems used in DB9 have been designed and tested using Volvo's latest safety technologies, best-practice design guidelines and advanced computer-aided engineering.

All crash and safety testing was conducted at Volvo's world-renowned safety centre in Sweden, which has probably the best facilities in the world for all aspects of safety engineering and crash-test analysis.

Hand Crafted at Gaydon
DB9 is the first Aston Martin to be produced at the company's new world headquarters in Gaydon, in historic Warwickshire. Gaydon is a dedicated, high-technology facility where DB9 is hand-built at a series of work stations by technicians and craftsmen. This hand-craftsmanship has nothing to do with nostalgia. Hand-craftsmanship can deliver superior finishes and unique design details. It can also deliver engineering and design solutions for an exclusive sports car that mass production would find impossible.

The 'single cut' headlamp apertures in the front wings remove the need for unsightly cut or join lines and can only be achieved using Aston Martin's hand-build processes. Hand-painting and hand-finishing deliver a better paint finish than any mechanised process, and each DB9 benefits from 25 man-hours of painting, to ensure a perfect finish. Customer visits are welcome and form an important part of the unique Aston Martin buying experience.

iPod Integration
The DB9 features a complete integration package for iPod personal digital media players from Apple, allowing the iPod to be seamlessly incorporated into the dashboard display and electronic systems.

The iPod range is integrated into the DB9 via a specially designed interface, bringing the functions of this award-winning range of digital media players into the car's in-dash display. Finger-tip controls replicate the innovative menu structure of the iPod to ensure that your hands need never stray from the wheel in the search for the perfect accompaniment.

The iPod is docked with the DB9 via a cable located in a compartment in the centre arm-rest, which also provides the iPod with power. There is ample space available, allowing all types of iPod, including the iPod touch, iPod nano and iPod classic, to be used in conjunction with the car. A power socket, auxiliary input and USB interface allow the connection of other media players.

Once docked with the cable connection, the iPod menus are replicated on the DB9's main display. The driver can use either the selector wheel or two steering wheel buttons to replace the iconic click wheel interface of the iPod, allowing one to safely navigate through the music on the iPod without the need to take your hands off the wheel.

Full iPod functionality comes as standard, meaning one can browse through up to160GB of music on the move, switching between artists, albums, playlists or simply shuffling random tracks as the mood takes you. With up to 40,000 songs at your disposal, the perfect combination of road and soundtrack are never more than a few clicks away.

Playback is through Aston Martin’s Premium 700 W Audio System – standard equipment with the DB9 - with a Dolby Pro Logic II circuit developed exclusively to provide outstanding sound quality.

Specification

Body

• Two-door coupe or convertible (Volante) body style with 2+2 seating
• Extruded aluminium bonded body structure
• Aluminium and composite body panels
• Extruded aluminium door side impact protection beams
• High Intensity Discharge (HID) projector lamps (dipped beam)
• Halogen projector headlamps (main beam) with power wash
• LED rear lamps

Engine

• All alloy quad overhead cam 48 valve 5935cc V12
• Compression ratio 10.2:1
• Visteon engine management controlling fuel injection, ignition, diagnostics and misfire detection system
• Fully catalysed stainless steel exhaust system with actrive by-pass valves

Transmission

• Rear mid-mounted ‘Touchtronic 2’, six-speed gearbox with electronic shift-by-wire control system or rear mid-mounted six-speed manual gearbox
• Limited-slip differential
• Final drive ratio: 3.54:1 (manual) / 3.154:1 (Touchtronic 2)

Steering

• Rack and pinion, Servotronic speed sensitive power-assisted steering, 3.0 turns lock to lock.
• Column tilt and reach adjustment

Wheels and Tyres

• 19’’ alloy wheels – ten-spoke design – Front: 8.5J x 19 / Rear: 9.5J x 19
• Bridgestone tyres – Front: 235/40 ZR19, Rear: 275/35 ZR19

Suspension

• Front: Independent double aluminium wishbones incorporating anti-dive geometry, coil over aluminium monotube dampers and anti-roll bar
• Rear: Independent double aluminium wishbones incorporating longitudinal control arms, coil over aluminium monotube dampers and anti-roll bar

Brakes

• Radial-mounted four-piston monobloc calipers
• Anti-Lock Braking System (ABS)
• Electronic Brakeforce Distribution (EBD)
• Emergency Brake Assist (EBA)
• Dynamic Stability Control (DSC)
• Traction Control
• Front: Ventilated and grooved steel discs, 355mm diameter
• Rear: Ventilated and grooved steel discs, 330mm diameter

Interior

• Full grain leather interiorWalnut facia trim.
• Driver and front passenger dual-stage airbags
• Front occupant side airbagsAutomatically deployed roll-over bars (Volante)
• Memory seats and exterior mirrors (three positions)
• Auto-dimming rear-view mirror with garage door opener (USA & Canada only)
• Ten-way electrically adjusted seats (including height, tilt and lumbar adjustment)
• Heated front seats
• Heated rear screen
• Automatic temperature control
• Organic electroluminescent (OEL) displays
• Trip computer
• Cruise control
• Satellite navigation system*1,2
• Bluetooth telephone preparation
• Powerfold exterior mirrors
• Reversing sensors
• Tyre-pressure monitoring*1
• Alarm and immobiliser
• Remote-control central door locking and boot release
• Umbrella and holder
• Battery Disconnect Switch (BDS)
• Battery conditioner
• Tracking device (UK only)*3

In-Car Entertainment

• Aston Martin 700W Premium Audio System with Dolby Pro Logic II and includes a six-CD autochanger
• Integrated Apple iPod connector*5
• USB connector with Waveform Audio Format (WAF), Windows Media Player (WMA) and MPEG (MP3) audio file compatibility

Options

• Bright finish grille. Front parking sensors
• Mahogany, Bamboo or Piano Black facia trim
• Matching wood door trim
• Personalised sill plaques
• Auto-dimming interior rear- view mirror*1
• Auto dimming interior rear view mirror with garage door opener*1
• Alarm upgrade (volumetric & tilt sensors)
• Tracking device*1/3
• Alternative brake caliper finish (black, red, silver)
• Sports Pack (Coupe)19’’ alloy wheels – 15-spoke diamond-turned
• First aid kitSmokers’ packSatellite radio*1 (USA only)

Dimensions

• Length: 4710mm (185.5’’)
• Width: 1875mm (74’’)
• Front Track: 1570mm (62.0’’)
• Height: 1270mm (50’’) (Coupe)
• Rear Track: 1560mm (61.5’’)
• Wheelbase: 2745mm (108’’)
• Turning Circle: 12.0m (39.4ft)
• Kerb Weight: 1760kg (3880lb) manual1800kg (3970lb) automatic
• Fuel Capacity: 80 litres (17.6 UK gal)/21.1 US gal

Performance

• Max speed: 186mph (300km/h)
• Max power: 335kW (450bhp) @ 6000 rpm
• Acceleration (manual): 0-60mph 4.7 seconds0-100km/h (62mph) 4.9 seconds
• Max torque: 570 Nm (420 lb.ft) @ 5000 rpm
• Acceleration (automatic): 0-60mph 4.9 seconds0-100km/h (62mph) 5.1 seconds