GRAN TORISMO 5

INFORMATION......

Respected Viewers

It is dully to inform u that preasently we are working on TOYOTA STARLET (1982) Orignal Japnees version and not getting the time for posting, i would like you to be patient as i will start working on blog with in 2-3 days.

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MUHAMMAD
ChairMan: THRUST MACHINES

HISTORY OF ACADIAN BY GM MOTORS

From 1962 through 1971 General Motors of Canada produced the Acadian line of vehicles. The vehicles were to be based on various GM vehicles such as the Chevrolet Corvair and the Chevelle. The purpose of the new vehicle line was for Pontiac and Buick dealers in Canada to have a compact model to sell to their customers. Part of the problem was that the Pontiac Tempest was not sold in Canada.

The Acadian vehicles were available in nine models plus a variety of colors and interior options. A few of the options were fully carpeted floor, foam padding the front and rear seats, vinyl, chrome instrument knobs, two-tone steering wheel, glove box light, and deluxe door handles to name a few. Under the hood the options were just as vast.

The Acadian was originally designed to utilize the Chevrolet Corvair platform but when production began it was based on the Chevrolet II / Nova. The Acadians were the base model, the Invader filled in the mid-price segment, while the Beaumont was the top-of-the-line offering. In 1964 and 1965 the Canso was the top offering as the Beaumont became a trim version on the Chevrolet Chevelle. They included different taillights and a Pontiac style grille. Under the hood was a Chevrolet power-plant. The interior dash panel was courtesy of the Pontiac Tempest.

The Pontiac Acadian was sold as a version of the Chevrolet Chevette from 1976 through 1987 through the Canadian Pontiac and Buick dealers.

HISTORY OF AMERICAN AUSTIN

Herbert Austin (b. England1866, emigre to Australia at 18) built his first car in 1895 and he, and the car, became more or less the British version of Ford. In 1922 he developed and produced the Austin Seven (seven horsepower: after a bureaucratically imposed tax schedule). These tiny cars were a huge success in countries where resources were scarce, distances small and roads narrow. They were intended to be a step up from the "cyclecars" and sidecars of the rising middle classes in those countries, just as one will see today where whole families can be seen riding on motorscooters in economically emerging Asian countries.

The Austin Seven was central to British automotive history, and almost all of the British golden era racing names of the 50's, 60's and even 70's cut their teeth in one Austin Special or another. The Austin also is the direct anticedent of other car companies. BMW's first automobile for instance was a licenced version of the Austin called the Dixi. And Sir William Lyons, the founder and guiding spirit of Jaguar began his automotive career doing rebodied Austins called the "Swallow". Datsun produced an Austin 7 knock-off and the Aussies had a very sporty version. Even the first Lotus might be said to have been an Austin since it was an Austin Special. There are said to be over 350 versions or variations of Austin Sevens (including the American cars) and they are all included in the charter of the Austin Bantam Society, if based on pre-war cars. Sir Herbert Austin was determined to see his car produced all over the world, including the United States.

Organization of the American Austin Company began in the inauspicious year of 1929, and production began in Butler Pennsylvania (just North of Pittsburg) the following year. The American Austin of this time used the same chassis and engine of the English car, but the styling was considered too conservative for Americans and so Alexis de Sakhnoffsky, one of the leading deigners of the day (Auburn, Cord, Packard) and working for Hayes succeeded in getting the job.

As you can see (images) the car looks great and it's not by accident. Designers out there will note the little tricks he used to make a small car look big. Sahknoffsky also did the redesign of the car when it re-emerged from recievership as the Bantam (see below). His whole fee for this major and very skillfully done work was $300! Thus you will note that the Bantam Roadster uses the same body tub as the Austin Roadster. Grille,wheel, interior and fender changes created a whole new look. The body still included the dramatic "Duesenberg (or is it Le Barron?) Sweep" which strictly speaking did not fit the new Deco style of the Bantam very well and was under-played by the factory which discouraged the classic two tone paint. However, restorers, and even contemporary buyers often ignored the factory and determined they would have two toned cars.

Despite high hopes, and a great deal of publicity and noteriety, things didn't go as well as expected and by 1934 the American Austin company was bankrupt, having built just short of 20,000 vehicles. Production after the first year never had exceeded 5,000 units. This failure seems tragic even today and indeed almost impossible, given the widespread enthusiasm for the car, but American Austin had fallen into a classic marketing conundrum. Everyone loved the car. It's looks, it's tiny 75 inch wheelbase etc. It was the subject of good humored jokes and an essential prop for comedy routines by W.C. Fields, Buster Keaton, Our Gang and a host of others. Indeed, the Austin, and later Bantam became the prototypical cartoon car one still sees today...the fat-tired, two seat roadster with upright windshield, and elbows hanging out the sides. Ernest Hemmingway owned one as did Preston Sturges and several main stream actors. But it was no go. The serious intent of the car, it's reason for being: economy, ease of handling and parking, service as a second car etc. never caught on. American simply was not ready for a small economy car (and maybe is really not yet to this day?). Distances were further apart in this country it is always observed in these discussions, but that cannot explain the cars complete failure. Maybe in American bigger really is better? My own opinion for the failure of both Austin and Bantam is that Americans did not so much mind small cars, but they couldn't much put up with slow cars. However stylish, he American versions were 50% heavier than the A7's which didn't help matters for a 750cc. side valve engine.

However, the company was saved by an energetic entrepreneur named Roy Evans whose belief in the basic sense of the car and whose incredible resourcefulness, daring and improvisation kept the company going far longer than it "should" have, given all the economic circumstances. Evans was something of a sales genius and was always a believer in small cars. He was one of the first importers of A7's as well as Fiat Topolinos for instance. In 1935 he singlehandedly saved Willys Overland, a move he may have later come to regret, given the jeep circumstances.

He reorganized the company and revitalized the car. Evans knew he had to update the basic design of the car. He hired Harry Miller, perhaps the most celebrated American Automotive engineer ever, and Thomas Hibbard (founder of LeBaron, the designing parter in Hibbard and Darrin, and later chief stylist at Ford) as vice Presidents. He also now changed the name from Austin to Bantam. Miller had proposed a 1300cc OVC engine with a supercharged option for the new car. If only! Hibbard had a somewhat stodgy "1936" design, very similar to the English cars of the time. Unfortunately at this time Evans got cheated out of 2 Million dollars raised for the new enterprise by the promotors, and so the ambitious plans of Miller and Hibbard had to be scrapped. The engine was updated (see technical) enough so that licence fees were no longer required to be paid to Austin, but it really only changed ball and roller bearings to plain bearings. (Parts of Austins and Bantams are not interchangeable for the most part). Sakhnoffsky was called in to freshen the car in the "streamline" way so current then and did a brilliant job for the princely sum of 300 dollars. It is probaly this styling which makes the Bantam so memorable and valuable today.

Though it retained the original size and sense of the Austin, the Bantam emerged as a throughly modern (looking) car. As can be seen in the images section, Evans developed a great many variations of the car in an attempt to appeal to as broad a base as possible. It is also interesting to note that fully 30% of the Bantam production went to export markets. So, collectors looking for restoration projects might follow this route and search in Austrailia, Belgium, South America and even England where it was intended to compete against its progenitor, the Austin! Evans also retained Alex Tremulis, another legendary American designer, to design supplementary models. The Hollywood and Riviara are the result of these efforts.

In spite of the fact that the Bantam was, by 1940 one of the most refined and comfortable small cars in the world, not to mention the best looking, it just couldn't make it. In all only 6,700 civilian vehicles were made. Only 800 units sold in 1940. Apparently a few cars were put together out of spares in '41 and possibly even later. The company was out of working capital and the Second World War was the coup de grace for the passenger cars.

However there was one other card left to be played in the Austin/Bantam story. Evans, searching every where for new markets had loaned a couple of Roadsters to the local National Guard for evaluation as reconnaissance cars. This reflected his long standing conviction that the Army would sooner or later see the light and have him develop some version of the Bantam for the military. Indeed, the Guard anyway, was quite impressed. However the interwar Army simply had no money and neither did Evans to build a prototype on his own dime. (However there is a substantial bit of evidence that Harry Miller had some sort of 4x4 buckboard of a Military type running around the factory floor in 1937). In 1940, now on the ropes, Evans hired Harry Payne to lobby the Army in this cause. Payne, described by many in Washington as "Father of the Jeep" was a real character (an obnoxious pest to some). But, he got the job done, and on June 19 the Army sent a delegation to Butler where work on the jeep began with Frank Fenn the President and Harold Crist the factory manager working with Bob Brown, a civilian engineer assigned to the Quartermasters Corps at Camp Holibird. Karl Probst was recruited and hired by Bantam to draw up the design for the competitive bid that the Army decided to conduct and deserves credit with Crist, Payne, Brown and Fenn in its subsequent successful development. Besides these men and their direct assistants, be very chary of claims to fatherhood. . Jeep history is highly disputed in some details, but there is no question that Bantam built it and was principle in the conception and design too. See the section on the BRC if this part of this history is of interest.

Although it used a Continental engine and only a very few actual Bantam parts, the resulting BRC was brilliant. What followed was almost a movie cliche of pop culture "injustice", the end result of which was that Bantam developed the product and got it to the testing grounds by driving all night from Butler to Virginia with only a half an hour to spare, had it pass all it's tests (well, except weight: an impossible 1200 pounds) with flying colors only to have the plans turned over to the larger Willy's and Ford companies who eventually "stole" the contracts and credit from the smaller company. The fact is, Bantam was just too far outside the political arena to compete successfully with the QMC, Willys Overland and Ford. And, as it turned out, there is much to be said that the company was too small and worn down to meet ALL the military demands for their wonderful weapon. However it is a shame they couldn't have been given a partial contract. The Jeep may be the most famous vehicle of any kind in history and no less a light than Enzo Ferrari called the jeep the "only American sportscar". Becasue Bantam never again made motor cars, no one was really around to defend its contributions against the claims of others, claims which persist today.

Roy Evans went on to other things after the war, and the company, which in a semi-humiliating (but profitable) turn of events made trailers for the Jeep it had invented.

1977 Wolf WR4

Walter Wolf formed his own team in 1976. The prior year, he had provided financial support for the Frank Williams. In his first year of competition, he used ex-Hesketh/Williams chassis. The Cosworth power V8 cars were old and did not score well.

Disappointed with the results, Wolf decided to build a proper F1 car for the 1977 season. Harvey Postlethwaite, of Hesketh fame, was hired as the designer. Postlethwaite created an aluminum monocoque with the DFV Ford/Cosworth engine bolted directly on the frame and acting as a stressed member. The result was dubbed the WR1 and it made its racing debut at the 1977 season opener, the Argentinean Grand Prix. In the capable hands of factory team driver Jody Scheckter, the car scored its first victory. Two more victories were earned throughout the season along with several podium finished. In total, there were four examples of the WR1 produced (WR1 - WR4).

In 1978, the WR1 raced for the first part of the season, though it was showing its age and was off pace compared to the competition. The new ground effects Wolf F1 entry was introduced, dubbed the WR5. It would not enjoy the same success as its predecessor and at the end of the season, Scheckter left the team and joined Ferrari.

For 1979, the string of poor finishes continued and at the end of the season, the cars were purchased by the Fittipaldi team.

WR4 was driven by Desire Wilson at the 1980 Brand Hatch race of the British National Championship.

19

History1964-1974





Introduction: The Plymouth Barracuda was the first pony car, debuting two weeks before the Ford Mustang. It was quickly eclipsed by the Mustang and the Camaro/Firebird due, but would make a name for itself in 1970 when it was available with an engine its competition could only dream of, the Hemi.



1964 Plymouth Barracuda





The Plymouth Barracuda was launched in early 1964, two weeks before the Ford Mustang. Officially called the Valiant Barracuda, the car was based on the compact Valiant and kept its lower body but used a fastback super-structure with a massive wraparound backlight (the largest single piece of glass ever put on a production car) and stubby trunklid. The interior featured the Signet's bucket-seats, plus a flip-down rear seatback and security panel for carrying long items. Original marketing for the vehicle stressed its convenience features and design more than sporty performance, which would hurt its performance image for the next several years. Engine offerings were the same as the Valiant, with a 170 cid Slant Six at launch, with the 225 Slant Six or 273 V8 as options.

Production: 23,433


Engines:
170 I6.
225 I6 145 bhp.
273 V8 180 bhp.
273 V8 235 bhp.

Performance:
N/A



1965 Plymouth Barracuda





1965 saw the introduction of the "Formula S" performance option, although the Plymouth Barracuda still was far from a performance car. The 225 Slant Six officially replaced the 170 Slant Six as the standard engine.

Production: 64,596


Engines:
225 I6 145 bhp.
273 V8 180 bhp.
273 V8 235 bhp.

Performance:
N/A



1966 Plymouth Barracuda




The Barracuda received a facelift in 1966 like the Valiant, but received its own grill and exterior design. Distinct Barracuda "fish" emblems were added, which would remain until 1970. Engine choices continued unchanged.

Production: 38,029


Engines:
225 I6 145 bhp.
273 V8 180 bhp.
273 V8 235 bhp.

Performance:
N/A



1967 Plymouth Barracuda





 The Barracuda finally became a true pony car in 1967. The Barracuda was redesigned on a new, longer wheelbase and offered a choice of V8s, two 273 cid V8s and a new 383 cid V8. The Slant Six engine was officially dropped. Unfortunately, the 383 engine was so large that the power steering pump couldn't fit under the hood, so it was unavailable -- which resulted in poor handling. The original fastback model was now joined by a notchback and a convertible model. The Formula S option package was still available and added a heavy duty suspension, tachometer, Wide-Oval tires, and special emblems and trim.

Production:
2D Hardtop Coupe: 28,196
2D Fastback: 30,110
Convertible: 4,228

Engines:
273 V8 180 bhp.
273 V8 235 bhp.
383 V8 280 bhp.

Performance:
N/A



1968 Plymouth Barracuda





The Barracuda received minor styling changes and a greater availability of engines for 1968 with the reintroduction of the 225 Slant Six engine. The top of the line 383 also received a power boost. The 273 cid engines were retired. To give the Barracuda more of a performance image, Plymouth quietly built a small number of Hemi powered Barracudas to give to professional drag racers, but these were so rare that they didn't really help the Barracuda's boring image.

Production:
'Cuda Hardtop Coupe: 19,997
'Cuda 2D Fastback: 22,575
'Cuda Convertible: 2,840

Engines:
225 I6 145 bhp.
318 V8 230 bhp.
340 V8 275 bhp @ 5000 rpm, 340 lb-ft @ 3200 rpm.
383 V8 300 bhp.

Performance:
383/300: 0-60 in 7.5 seconds, 1/4 mile in high 15 sec.



1969 Plymouth Barracuda





1969 was the year that Plymouth finally got serious about performance. They boosted the output of the 383 cid engine to 330 bhp and found room to fit power steering. Plymouth also introduced a cosmetic package built around the Formula S option, which they called the 'Cuda. The 'Cuda could be had with either the 275 bhp 340 V8 or the 383, but it still wasn't fast enough. Plymouth responded by stuffing in the triple carb 440 V8 under the hood, the largest engine available in a pony car. Unfortunately, the larger engine required the elimination of power steering again and was only available with an automatic transmission, as the rear axle needed to be cushioned against the immense torque of the 440. With 57% of the car's weight over the front wheels and the use of drum brakes all around, handling and braking suffered.

Production:
'Cuda Hardtop Coupe: 12,757
'Cuda 2D Fastback: 17,788
'Cuda Convertible: 1,442

Engines:
340 V8 275 bhp @ 5000 rpm, 340 lb-ft @ 3200 rpm.
383 V8 330 bhp.
440+6 V8 390 bhp @ 4600 rpm, 480 lb-ft @ 2300 rpm.

Performance:
383/330: 1/4 mile in 15.5 seconds @ 92 mph.
440/390: 0-60 in 5.6 sec., 1/4 mile in 14.01 @ 104 mph.




1970 Plymouth Barracuda





Plymouth finally got the performance angle right for 1970, and they went full force into it. The Barracuda was moved over to the E-body platform, which it shared with the new Dodge Challenger. The Barracuda rode on a two inch shorter wheelbase than the similar Dodge Challenger, even though its overall body dimensions were the same. The performance models were called 'Cudas and featured five different V8s, the 340, 383, 440, 440+6, and the almighty 426 Hemi. The 440s and the Hemi cars received a special high performance suspension to put all that power to the road. Standard Barracudas came with a flat hood, while 'Cudas came with standard dual non-functional hood scoops. Optional on all 'Cudas (and standard on Hemi's) was a very functional shaker scoop, so named because it attached directly to the engine, and poked up through a hole in the hood and thus "shaked" whenever the engine did. The Hemi cost $871 and was installed on just 652 hardtops (out of 17,242) and 14 convertibles (out of 550) copies. It sported hydraulic lifters and was easier to tune than in previous years. The 440+6 was a bargin at just $250 and could keep up with the Hemi till about 70 mph. Both engines were tricky to drive: the 440+6 vacuum-actuated front and rear carbs came on with little warning, while the Hemi's stiff throttle linkage sometimes snapped all eight barrels open at once.

Plymouth also built a special model for 1970: the Plymouth AAR 'Cuda. AAR was taken from Dan Gurney's All-American Racers, which raced 'Cudas in he Sports Car Club of America Trans-Am racing series. But whereas Ford and Chevrolet built special models (Boss 302 Mustang and Camaro Z28) meant to mimic the race cars, Plymouth built a street rod. Along with the similar Dodge Challenger T/A, the AAR 'Cuda sported a unique 340 cid V8 with 3x2 carbs that pumped out 290 bhp. The exterior was definitely unique with a matte-black lift-off fiberglass hood, through body-side strobe stripes, tri-colored AAR shield, and standard black ducktail spoiler. The AAR 'Cuda also had special shocks and recambered rear springs which raised the rear end 1 3/4 inches over the regular 'Cuda which allowed clearance for exhaust pipes that exited in front of the rear wheelwell (after routing through the standard muffler beneath the trunk). It also permitted the use of larger tires in the rear, one of the first uses of wider rear tires on a production automobile.

Production:
'Cuda Hardtop Coupe: 18,880
'Cuda Convertible: 635
AAR 'Cuda: 1,500 (estimated)

Engines:
340 V8 275 bhp @ 5000 rpm, 340 lb-ft @ 3200 rpm.
AAR: 340+6 V8 290 bhp @ 5000 rpm, 345 lb-ft @ 3400 rpm.
383 V8 335 bhp.
426 Hemi V8 425 bhp @ 5000 rpm, 490 lb-ft @ 4000 rpm.
440 V8 375 bhp @ 4600 rpm, 480 lb-ft @ 3200 rpm.
440+6 V8 390 bhp @ 4600 rpm, 480 lb-ft @ 2300 rpm.

Performance:
Hemi - 426/425: 0-60 in 5.6 seconds, 1/4 mile in 13.41 sec. @ 104.6 mph.



1971 Plymouth Barracuda






The Plymouth Barracuda continued into 1971 with minor styling changes, including a segmented grille with twin headlamps, dummy front fender vents, and segmented tail lamps. A full range of engines were available and the top performance models were once again called 'Cudas. The AAR 'Cuda was no longer available. To deal with increasingly strict emission laws, Plymouth was forced to detune some of their engines, resulting in a drop in the power ratings. Only 115 Hemi 'Cudas were sold and Plymouth decided to retire the Hemi engine before it had to be detuned to meet the new emission standards. Therefore, the Hemi would end its reign as the most feared and possibly most influential engine of the muscle car era.

Production:
'Cuda Hardtop Coupe: 6,228
'Cuda Convertible: 374

Engines:
318 V8 230 bhp.
340 V8 275 bhp @ 5000 rpm, 340 lb-ft @ 3200 rpm.
383 V8 300 bhp @ 4400 rpm, 400 lb-ft @ 2400 rpm.
426 Hemi V8 425 bhp @ 5000 rpm, 490 lb-ft @ 4000 rpm.
440 V8 375 bhp.
440+6 V8 385 bhp @ 4600 rpm, 480 lb-ft @ 2300 rpm.

Performance:
N/A




1972 Plymouth Barracuda






1972 was a sad year for performance fans as the mighty Hemi and the 383 engines were retired because they couldn't meet the new emission standards. The remaining engines had to be detuned and were now rated in net horsepower numbers, which on the surface seemed like a huge drop in power. Unfortunately, the top engine choice for the Barracuda was the 340 cid V8 and the convertible was no longer available.

Production:
'Cuda Hardtop Coupe: 7,828

Engines:
318 V8 150 bhp.(SAE Net)
340 V8 240 bhp. (SAE Net)

Performance:
340/240: 0-60 in 8.5 seconds, 1/4 mile in 16 seconds.



1973 Plymouth Barracuda





The six cylinder engine was removed and the entry level model now had the 318 V8. Optional was the 340 V8 which came standard on the 'Cuda. In mid year, the 340 was replaced by a new 360 cid V8, although performance didn't improve.

Production:
'Cuda Hardtop Coupe: 10,626

Engines:
318 V8 150 bhp.(SAE Net)
340 V8 240 bhp. (SAE Net)
360 V8 245 bhp. (SAE Net)

Performance:
N/A



1974 Plymouth Barracuda





1974 was the last year for the true Barracudas, which continued with 318 and 360 engines. The Barracuda would never return again as a true performance vehicle.

Production:
'Cuda Hardtop Coupe: 4,989

Engines:
318 V8 150 bhp.(SAE Net)
360 V8 245 bhp. (SAE Net)

SUZUKI ALTO 2006(Dec) Model

Hi guyz representing my SUZUKI ALTO i have make it very beautiful (do comments plz)

2010 ROLLS ROYCE PHANTOM

 

The Phantom and Phantom Extended Wheelbase

When Rolls-Royce Motor Cars unveiled the Phantom in 2003, it heralded a new age for the marque, proudly reclaiming its position at the forefront of automotive design and engineering.

Working to the maxim of company founder Sir Henry Royce – 'Strive for perfection in everything you do' – the design and engineering teams spent four years developing this breakthrough model. Úsing the most advanced technology, whilst drawing inspiration from the company's rich heritage, their goal was clearcut: to develop a 21st century Rolls-Royce that would be truly worthy of the famous Spirit of Ecstasy.

The result was the Phantom. Built at a new, state-of-the-art manufacturing plant in Goodwood, this flagship Rolls-Royce ensured the company's renaissance by combining the spirit of its illustrious forebears with ground-breaking technology and visionary engineering techniques.

Design
Creating a strong identity for the Phantom was essential, says chief designer Ian Cameron: 'Our priority was to create a car that was obviously a Rolls-Royce from any angle, even if the Spirit of Ecstasy or the famous grille could not be seen.'

To identify this core essence, the design team immersed themselves in the brand and its history. This revealed classic styling cues such as a long bonnet, wide C-pillars and discrete windows, all of which were incorporated into the Phantom's design. Its powerful, upright stance and dynamic, rising profile are also unmistakably Rolls-Royce. Yet advanced features such as a unique aluminium spaceframe and pioneering direct petrol-injection engine leave no doubt that this is a car at the cutting edge of technology.

Exactly the same can be said of the unique rear coach doors, which stand as testament to the sophisticated engineering to be found throughout the Phantom. Hinged at the back, they allow rear passengers to enter and exit the car gracefully, and can be closed at the press of a button.

The interior of the Phantom is clean and contemporary, the simplicity of the design belying the technology beneath. Any controls not needed for everyday driving are kept out of sight until required. The multi-media screen, for example, is hidden behind a revolving panel in the centre of the dashboard that normally displays a round, analogue clock. This apparent simplicity extends to the operation of the controls as well: even the highly sophisticated audio system can be operated using just one button.

A hallmark of Rolls-Royce, and of the Phantom in particular, is the way in which the most advanced technology combines with traditional hand-craftsmanship to produce something extraordinary. The switches for the power windows and audio system are beautifully crafted ‘violin keys', while the chrome air vents are operated by traditional ‘organ stops'. Together with the use of the finest leather and wood veneers, it is this fusion of high technology and hand-craftsmanship that gives the interior its unique and luxurious feel.

Engineering
At the core of the Phantom is a sophisticated, lightweight, aluminium spaceframe – a unique and advanced platform conceived specifically by Rolls-Royce's engineering team to provide a refined and accomplished driving experience.

Constructed from more than 200 box sections of cast aluminium extrusion, the Phantom's spaceframe has the rigidity of a Formula 1 racing car. Manufactured entirely by hand, using around 120 metres of weld, the spaceframe is finished as if it were a precision instrument: each one is checked by laser to ensure accuracy to within a fraction of a millimetre. The completed frame is then placed in a computer-guided machining platform – the largest in the automotive industry – where the critical points are milled with unparalleled precision.

Without the need to provide structural support, the Phantom's body panels are simply fastened to the spaceframe. Made from lightweight aluminium and composite materials, they add minimal weight to the car. Only the boot is formed of steel, engineered to aid the 50/50 weight distribution so desirable for perfect handling.

The Phantom's lightweight and rigid spaceframe provides the foundation for its extraordinary dynamic ability. It has excellent handling – enthusiastic drivers will appreciate the precision with which it can be placed on the road – but not at the expense of the ride, which is as serene and comfortable as one would expect of a Rolls-Royce. The spaceframe also helps to eliminate noise, vibration and harshness, contributing immensely to the calm and tranquillity of the Phantom's interior.

The exceptional integrity of the aluminium spaceframe also provides significant safety benefits, offering excellent occupant protection. Yet it is not the only area in which safety is built into the Phantom's design. The position of the rear seats behind the C-pillar, for example, is inherently safer than the conventional position next to the doors and negates the need for rear side-impact airbags. In a collision, furthermore, the impact is progressively absorbed by crumple zones designed to dissipate the force through the chassis and understructure. Naturally, the Phantom has been engineered to pass all current safety legislation.

In addition, the Phantom incorporates a raft of safety systems utilising the very latest in technology and controlled by the Intelligent Safety and Information System (ISIS). ISIS takes readings from sensors located throughout the car and, in the event of an impact, makes up to 4000 calculations a second to establish its severity before deploying airbags and, or seatbelt pre-tensioners as necessary. ISIS works in conjunction with the other safety systems fitted to the Phantom, including Dynamic Stability Control and Dynamic Traction Control.

Driving
At the heart of the Phantom lies its naturally aspirated 6.75-litre V12 engine. Designed specifically for the Phantom, and hand-assembled by Rolls-Royce technicians, this sophisticated engine develops a massive 720 lb ft of torque, 413 lb ft of which is available at 1000 rpm. On the road that translates into instant, muscular power, carrying the Phantom from 0-60 mph in 5.7 seconds. Maximising the extraordinary traction of the Phantom V12, a six-speed, electronically controlled, automatic transmission helps to deliver the seamless, effortless progress for which Rolls-Royce is famed.

The Phantom offers an unparalleled passenger experience, and yet many owners have suggested that the best place to sit is behind the wheel. The view from the elevated driver's seat down the long sweep of bonnet to the Spirit of Ecstasy is the most inspirational in motoring, while the beautifully crafted, thin-rimmed §teering wheel is a pleasure to hold and provides instant feedback from the wheels. Despite its dimensions, the Phantom has excellent dynamics and is easy to place accurately through corners. Exhilarating yet supremely relaxing, it delivers a driving experience of purity and precision.

Exterior finish
Strikingly modern and immaculately proportioned, the Phantom is a car of extraordinary elegance. Matching the beauty of its exterior design is the mirror-like lustre of the paintwork, testament to the great skill of Goodwood's paint technicians. Five layers of paint and clear lacquer are applied to each Phantom – seven if it's a two-tone car – and between each application, our technicians sand the body by hand. After the final layer has been applied, the body is hand-polished for five hours to give a finish of unrivalled depth and sheen.

There are 15 standard exterior colours from which customers can choose, although up to 45,000 different hues are available through the Bespoke programme. In keeping with Rolls-Royce tradition, single or double coachlines can be specified. Almost six metres long, and precisely level, these are painstakingly painted by hand in a process that takes three hours for each line. Our Bespoke artists can also design and apply individual motifs to a customer's Phantom.

Interior
The timeless architecture of the Phantom's interior combines with the finest natural materials to provide a luxurious social space in which passengers can relax. Cashmere and soft leathers give an air of sumptuous indulgence, while the very latest in audiovisual technology ensures that every journey is as pleasurable as possible.

The rear seats are elevated by 18 mm, giving rear passengers a peerless view out of the car, while head room is generous at 979 mm. Lounge seating with slightly curved outer edges allows passengers to turn towards one another comfortably; if preferred, however, the option of individual seats may be specified, adding a centre console which can be used to house a drinks cabinet, additional audiovisual equipment or other Bespoke items.

The Lexicon audio system delivers a quality of sound unrivalled in the automotive world. Engineered to recording industry standard, this system uses studio-grade Lexicon components and is unique to the Phantom, using 15 speakers and a nine-channel amplifier to deliver 420 watts of sound. Two subwoofers are housed within 16-litre resonance chambers in the space created by the Phantom's double floor, while a combination of 100 mm mid-range and 25 mm tweeter arrays are located in the front and rear doors, on the parcel shelf and above the instrument panel. The result is an acoustic ‘sweet spot' that encompasses the whole interior, giving the perfect, surround-sound listening experience from anywhere in the car.

For further entertainment, theatre configuration adds two 12-inch monitors within the veneered picnic tables in the rear. These screens are linked to a six-DVD changer and also allow viewing of digital television, depending on market restrictions. In combination with the Lexicon audio system, this option can make any journey in the Phantom a truly cinematic experience.

Craftsmanship
Only the very finest materials are used in the Rolls-Royce Phantom. Both the leather hides and the exquisite wood veneers are hand-selected by specialists from our leather and wood workshops – to ensure not only that they are of the highest quality, but also that they have aesthetic characteristics appropriate to the interior of the Phantom. They are then painstakingly prepared so that their inherent natural beauty and quality is displayed to best effect.

It takes between 15 and 18 hides to upholster one Phantom – more for the Phantom Extended Wheelbase. Each one comes from specially selected herds of cattle, and only the most supple mature bull hides are used. Each hide is checked meticulously by hand to identify any imperfections. The 450 individual leather parts are then cut out using a precision laser before being carefully stitched by hand.

Three different types of leather are used: natural grain for the seats and trims, pre-shrunk in sun-lit areas and tipped (embossed) on the centre console and door trims to provide an attractive variation. The barrel-dyeing process used to colour the leather gives a rich, uniform pigmentation through the entire hide whilst maintaining the natural feel, softness and grain. There are 13 standard colours, but many more are available through the Bespoke programme.

Depending on specification, up to 43 wood parts are used in each Phantom. Each of these is constructed from up to 28 layers of wood, interspersed with thin sheets of aluminium to ensure strength and to prevent splintering in the event of an impact.

The wood veneers used are sourced from sustainable forests and chosen for their richness and complexity of grain. There are six standard veneers, including Burr Walnut and Bird's Eye Maple, but any number are available through the Bespoke programme. Whichever they choose, customers can be assured of an unrivalled quality of finish. Craftsmen, many drawn from the yacht-building and fine cabinet-making industries, carefully book-match every veneer used inside the Phantom. This highly skilled technique ensures that the grain on the left-hand side of each panel is an exact mirror image of that on the right. Not only does this symmetry apply to each panel, however, but across the cabin as a whole, giving each Phantom an exquisite and unique interior.

Our craftsmen can also employ traditional marquetry techniques to inlay materials of a customer's choice into the wood veneers. From cross-banding with boxwood to inlays of silver or mother-of-pearl, these techniques can be used to create a distinctive alternative to the single veneer finish.

Bespoke
While the Phantom has an extensive options list, the Bespoke programme allows customers to create a car that is completely personal to them by specifying features that are not usually available and 65 per cent of Rolls-Royce customers choose to do this. Examples include a one-off colour for the paint or leather, or the use of an unusual wood to complement the interior.

Customers may choose to personalise their Phantom by specifying embroidery on the interior leather: our Bespoke interior designers can fulfil any request, from simple initials to embroidered images. Customised tread plates incorporating text or pictures can also be produced, perhaps featuring an owner's name or celebrating an event or limited edition.

The Phantom's glovebox has been designed for adaptation: Bespoke possibilities include the fitting of a set of fountain pens or a humidor, perhaps complemented by a leather writing surface in the rear picnic tables or a Bespoke ashtray. Through modifications to the Phantom's body, the already spacious boot can be extended still further, giving additional room for an 85-litre suitcase. This allows a total of four large suitcases to be stowed.

Whether the request is a 24-carat gold Spirit of Ecstasy or visible exhaust pipes, anything is possible. The Bespoke programme is limited only by the customer's imagination.

Phantom Extended Wheelbase
In 2005, the Phantom was joined by a longer model, the Phantom Extended Wheelbase, which offers additional space for rear passengers while maintaining the beauty of the standard Phantom as well as its first-class driving performance and the comfort of all four occupants.

To create the Phantom Extended Wheelbase, an additional 250 mm was added to the rear passenger compartment behind the B-pillars. The extra length is achieved simply by using longer extrusions in the construction of the spaceframe, which was engineered specifically to allow for longer-wheelbase models. As a result, no torsional rigidity is lost, so the Phantom Extended Wheelbase retains not only the powerful looks of the standard car, but also its outstanding dynamic performance and driving refinement. The only major new parts required are a new aluminium roof and door panels – and thanks to Goodwood's flexible production processes, the Phantom Extended Wheelbase can be built alongside the Phantom without any difficulty.

The interior of the Phantom Extended Wheelbase offers significant additional space and lends itself particularly well to the inclusion of Bespoke features – for example, a partition wall for passenger privacy. Other possibilities include drinks cabinets in the rear doors or additional audiovisual equipment, while many customers choose to add rear compartment curtains or even a safe in the boot. Through the Bespoke programme, any number of options can be explored.

Epilogue

Since the company was founded in 1904, Rolls-Royce has been inspired by one thing above all else – the pursuit of perfection – and the Phantom is testament to that philosophy. Representing the very finest in automotive engineering and design, it is a true Rolls-Royce for the 21st century.