2012 Ford F-Series Super Duty

 

2012 Ford F-Series Super Duty Delivers Best-in-Class Power, Towing Capability and Fuel Economy

•2012 Ford F-Series Super Duty tow rating is best-in-class at 17,500 pounds with conventional bumper hitch, and 24,500 pounds with fifth-wheel hitch
•Ford-engineered heavy-duty Power Stroke® diesel produces best-in-class 400 horsepower and 800 lb.-ft. of torque with best-in-class fuel economy
•Super Duty leads in both sales and customer satisfaction

The Ford F-Series Super Duty launched with best-in-class performance and capability, and a continuous stream of improvements for 2012 keeps this heavy-duty pickup at the head of the pack.

A beefed-up frame and hitch enable best-in-class conventional trailer tow ratings of 17,500 pounds for both the Ford F-350 and F-450 (dual rear wheels) equipped with the available 6.7-liter Power Stroke® V8 turbocharged diesel engine.

That's 1,000 pounds more than the Chevrolet Silverado and GMC Sierra 4x2 and 500 pounds more than the Silverado and Sierra 4x4. The F-450 with 24,500 pounds maximum fifth-wheel tow rating exceeds the 22,700 pounds of Silverado's fifth-wheel rating.

'The 2012 Ford F-Series Super Duty delivers best-in-class rankings in the attributes that matter most to heavy-duty pickup truck customers: towing capability, power and fuel economy,' said Brian Rathsburg, Super Duty marketing manager. 'Super Duty customers rely on their trucks as the tool to help them do more, do it faster and do it as cost-effectively as possible for their bottom lines.'

Higher-strength steel in a frame crossmember and an upgraded trailer hitch give the truck the additional towing capacity. These actions also boosted the F-350 DRW 4x2 pickup maximum payload to 7,110 pounds and maximum fifth-wheel towing to 22,700 pounds, each best-in-class ratings.

The hardware upgrades to the Super Duty complement software upgrades to the powertrain control system of the new Ford-engineered 6.7-liter Power Stroke V8 turbocharged diesel to make towing even easier.

The Power Stroke delivers best-in-class 800 lb.-ft. of torque and 400 horsepower. In an industry-first customer loyalty program, Ford provided the power upgrades free of charge to all first-in buyers of the 2011 Super Duty diesel pickup.

Quality Super Duty's customer satisfaction with overall quality tops all competitors with a rating of 83 percent. That compares with 77 percent for the comparable Ram and 73 percent for the comparable Chevrolet trucks. The quality ratings are according to the 2010 Global Quality Research Survey conducted by RDA Group of Bloomfield Hills, Mich., and commissioned by Ford.

Super Duty dominates the heavy-duty pickup segment with nearly 50 percent of total heavy-duty sales, an increase in market share of 4 percentage points over the same period last year and its highest share since 2001. This is according to a Ford analysis of registration data by R.L. Polk.

Furthermore, Super Duty accounted for 80 percent of the heavy-duty segment growth last year. In 2010 the segment was up 17 percent over 2009.

Green

 The Ford-designed and Ford-built 6.7-liter Power Stroke diesel engine delivers as much as 20 percent better fuel economy than the 6.4-liter it replaced. The new Power Stroke isn't just fuel efficient, it's also the most powerful diesel pickup engine money can buy, rated at 400 horsepower and 800 lb.-ft. of torque. The engine also can run on up to B20 biodiesel fuel.

The standard 6.2-liter V8 gas engine has 15 percent better fuel economy compared with the previous engine and produces a best-in-class 405 lb.-ft. of torque and 385 horsepower. It is capable of running on E85 ethanol. New for 2012 is a compressed natural gas/propane prep engine option.

Each Super Duty pickup – diesel or gas – is mated to a heavy-duty TorqShift® six-speed SelectShift Automatic™ transmission.

Safe

Standard on all single-rear-wheel configurations are AdvanceTrac® with RSC® (Roll Stability Control™) and trailer sway control with hill start assist.

The AdvanceTrac control module uses additional software to monitor the truck's motion when a trailer is attached. Trailer sway control can determine from the yaw motion of the truck if the trailer is swaying and take measures – such as applying precise braking or reducing engine torque – to help reduce the trailer sway.

For further peace of mind, the available integrated trailer brake controller, factory-installed and covered by a Ford limited warranty, offers smoother and safer operation due to its ability to interface with multiple vehicle systems.

Normal braking is proportional to driver brake pressure for smooth brake stops at all speeds. If the vehicle's Anti-lock Brake System (ABS) is engaged, the special trailer brake kicks in to minimize the potential for trailer wheel lockup. In Super Duty trucks with trailer brake control towing trailers with electric brakes, the Ford system can, during a sway event, also apply brakes to the trailer to help stabilize it.

Smart

 In addition to the best-in-class trailer towing capability, the Ford Super Duty offers an array of towing options from inside the bed thanks to the first-ever factory-installed and warranted fifth-wheel and gooseneck substructure directly attached to the frame. The electrical connection is mounted in the side of the bed wall, providing a clean installation.

New for 2012 is availability in models with the 6.75-foot cargo box. Factory gooseneck and fifth-wheel hitch kits are available as well.

The available 4.2-inch productivity screen helps customers get the most out of their Super Duty. Menu options, which include information related to fuel economy and towing performance, among others, are accessed through a five-way switch on the steering wheel. A towing checklist for conventional, fifth-wheel and gooseneck applications is available to help even novice towers tow like a pro.

Available Ford Work Solutions™ features Crew Chief™, a telematics and diagnostics system to inform fleet managers of their fleets' locations and maintenance needs; and Cable Lock, a security system to secure large tools or equipment in the cargo area.

2011 BMW M3 CRT

Carbon Racing Technology: BMW M GmbH factory produces a limited-edition high-performance sports car based on the BMW M3 Saloon – Innovative use of carbon-fibre reinforced plastic minimises weight – Weight-to-power ratio: 3.5 kilograms per horsepower.

Munich/Nürburg. BMW M GmbH will use the M Night event in the lead-up to the Nürburgring 24-hour race to unveil a spectacular new addition to its model range. The BMW M3 CRT (Carbon Racing Technology) embodies a concentrated blend of state-of-the-art development expertise – inspired directly by motor sport – in the areas of drive system and chassis technology and intelligent lightweight design. It also represents the worldwide debut of a new production process for carbon-fibre reinforced plastic (CFRP) components in the automotive industry. This process allows CFRP to be introduced widely in the construction of the high-performance BMW M3 Saloon-based sports car created by the BMW M GmbH factory. And that helps it achieve a weight-to-power ratio of 3.5 kilograms per horsepower. A V8 engine with customary M high-revving characteristics and maximum output of 331 kW/450 hp accelerates the BMW M3 CRT from 0 to 100 km/h in just 4.4 seconds. The BMW M3 CRT will be produced by the BMW M GmbH factory in a limited run of 67 units. Following in the tyre tracks of the BMW M3 GTS – of which 135 examples were produced – this is the second small-series, high-performance M3 off-shoot to be bred for the race track but registered for the road. The exclusive character of the Saloon is emphasised by bespoke lightweight design components manufactured as part of an innovative production process. The bonnet of the BMW M3 CRT and the bucket seats for the driver and front passenger are made from a cellular carbon honeycomb, which is produced in a globally unique process pioneered for the manufacture of body components for the BMW i3 and BMW i8 models.

Innovative manufacturing process for lightweight CFRP components.
 These new models – due to enter volume production in 2013 and equipped with innovative electric and BMW ActiveHybrid drivesystem technology – will feature a body consisting entirely of CFRP in the passenger cell area. In a new development, the production process introduced for this purpose enables the cuttings left behind in the construction of the body to be reprocessed. The basic material (made up of carbon fibre thread) can now be woven into CFRP mats of any size before being impregnated with synthetic resin and hardened in a similar way to the material used in the body of the BMW i3 and BMW i8. For the BMW M3 CRT this allows the creation of a bonnet made from two CFRP mouldings encasing an aramid honeycomb structure. This construction imbues the bonnet with the strength of a conventional steel equivalent, but at roughly a quarter of its weight. The weight saving over the aluminium bonnet of the standard BMW M3 Saloon is around 50 per cent.

The material produced through this innovative manufacturing technology is also used for the car's bucket seats. Here, the CFRP layers are wrapped around a recycled-paper honeycomb, with a carbon layer made using conventional production technology added to visible areas. CFRP is also used to make both the rear spoiler of the BMW M3 CRT and an air-channelling element integrated into its front apron.

This innovative manufacturing process opens up considerable potential for increased use of CFRP in series-produced cars as a means of lowering weight. The BMW Group is leading the way in this area of automotive construction, while BMW M GmbH can call on extensive racing expertise when it comes to intelligent lightweight design. The BMW M3 CRT is the latest in a fine tradition of highly exclusive high-performance sports cars optimised with the help of lightweight design. This lineage stretches back to the BMW 3.0 CSL of the 1970s and reached another high point in 2002 with the BMW M3 CSL. BMW M GmbH also broke new ground with the use of CFRP in series-produced vehicles; like the BMW M6 produced up to
2010, the current BMW M3 Coupé comes as standard with a roof made from carbon-fibre reinforced plastic.

Significant weight reduction despite generous standard equipment.

 The low-weight construction of the BMW M3 CRT is enhanced by sound-proofing configured specially for the new variant and a sports exhaust system with an extremely lightweight titanium muffler. Also unique to the CRT are the two individual rear seats, which take their cues from the lateral support-enhancing contours of the front seats.

Included in the standard specification of the BMW M3 CRT are the M double-clutch transmission with Drivelogic, Navigation system Professional, BMW Individual High End audio system, a light, exterior mirror and luggage area package, an alarm system and Park Distance Control with sensors at the front and rear of the car. Despite this extremely generous selection of standard kit, its DIN unladen weight of 1,580 kg undercuts that of the standard BMW M3 Saloon by around 45 kg. When you take into account the equipment on board the weight saving is more like 70 kg. Added to which, cleverly reducing the load at the front of the car raises the proportion of the car's weight over the rear axle to 48.4 per cent, which has an extremely positive effect on agility.

High-revving V8 engine with extra power; M DCT Drivelogic.

 Under the CFRP bonnet of the BMW M3 CRT lies a variant of the V8 engine developed exclusively for the BMW M3 with further increased displacement, output and maximum torque. The high-revving unit provides the linear power delivery you expect from an M car and a highly responsive performance profile honed by the demands of the race track. Tuned for the BMW M3 GTS, the eight-cylinder engine develops 331 kW/450 hp from its 4,360 cc displacement. Maximum output is reached at 8,300 rpm, and the driver will find peak torque of 440 Newton metres on tap at 3,750 rpm. Helping to give the engine its intoxicating performance is wizardry derived directly from motor sport, including a bedplate crankcase construction in a special aluminium-silicon alloy, individual throttle butterflies, a knock control system with ion current technology and a dynamically-optimised wet sump oil supply.

Transferring the engine's power to the rear wheels is the M doubleclutch transmission with Drivelogic developed for the BMW M3. The seven-speed M DCT Drivelogic unit also works according to a principle developed in motor sport, allowing an uninterrupted flow of power through gear changes to deliver extremely dynamic acceleration. Its shift characteristics have been tuned specially for the engine powering the BMW M3 CRT. Shift paddles on the steering wheel allow the driver to change gear manually with optimum ergonomics. And a Launch Control function is on hand to generate maximum acceleration off the start line.

Special chassis construction with race-bred technology.

 Expertise from race competition also makes its presence felt in the chassis technology of the BMW M3 CRT. The BMW M3 Saloon's front and rear axle construction has been enhanced by a rigid rear axle subframe and coilover suspension whose dampers are individually adjustable in their compression and rebound. The sixpiston, fixed-calliper high-performance brakes of the BMW M3 CRT boast a low-weight compound construction. The vented brake discs measure 378 x 32 millimetres at the front axle and 380 x 28 millimetres at the rear. The new M3 variant also uses Stahlflex brake lines and model-specific comfort brake pads.

The specially tuned DSC (Dynamic Stability Control) system – including ABS and M Dynamic Mode (MDM) – responds to both the greater dynamic potential of the BMW M3 CRT and its optimised axle load distribution. Meanwhile, the 245/35 R 19 front tyres and 265/35 R 19 rears (fitted on 19-inch M light-alloy wheels in Y-spoke design) ensure the engine's acceleration and braking power is transferred to the road with maximum impact. The electronic engine management of the BMW M3 CRT caps its top speed at 290 km/h.

The exclusive Frozen Polar Silver metallic exterior paint shade in combination with Melbourne Red metallic applications and special treatment for the BMW kidney grille also help to set the BMW M3 CRT apart from the standard M3. Inside, the Saloon comes with likewise exclusive door sill strips, door panels and trim strips in aluminium grain structure. Completing the distinctive ambience inside the high-performance Saloon are the Alcantara-covered M steering wheel, which has an M Drive button allowing the driver to call up his preferred set-up instantly, and special Sakhir Orange and Black bi-colour covers for the front and individual rear seats.


Source - BMW

The story of an exception: the BMW M3 is 25.

The anticipation began in August 1985. That summer Germany's automobile magazines built up their readers' expectations for the fastest 3 Series BMW of all times. The key data revealed a sports car that would punch way above its class: 200 hp, top speed in excess of 230 km/h, sprint from a standing start to 100 km/h inside 6.7 seconds. However, the story was that 'the most dynamic BMW 3 Series drivers' would have to wait until mid-1986. The pundits were right on that count. But one prediction missed the mark by a mile: anyone who 'wants to be in the A Team needs to be turbocharged under the bonnet'. Not true.

The BMW M3 became the most successful touring car in motor-sport history. The M3 project was launched just a few months earlier. Production of the M1 mid-engine sports car had already been discontinued for some time and BMW CEO Eberhard Kuenheim commissioned a design for a successor, almost as an aside, according to legend. After one of his regular visits to Motorsport GmbH in Munich's Preußenstraße he said, almost as he was leaving: 'Mr. Rosche, we need a sporty engine for the 3 Series.' His aspiration was in good hands. Motorsport GmbH with its managing director of technical development Paul Rosche had demonstrated its expertise with the legendary 5 Series saloons driven by M engines as well as developing the Formula 1 turbo engine that powered Brazilian Nelson Piquet to win the World Championship in the Brabham BMW in 1983.

The new 3 Series engine had something in common with this: the crankcase. It originated from volume production and actually formed the basis for the two-litre engine with four cylinders. Four cylinders meant less weight and high torque, an ideal platform for a sports engine in the projected displacement class. Naturally enough, the series four-cylinder engine was much too tame for a sports engine. A comprehensive power boost was called for in order to turn the plucky daily workhorse into an athletic and sporty power unit. The BMW design engineers increased the displacement to 2.3 litres and applied a formulation that had already achieved significant successes over a period of many years: four-valve engineering. There was also another reason for the decision to opt for a four-cylinder engine and not adopt the six-cylinder engine introduced in the BMW 3 Series. The longer crankshaft in the big engine started to vibrate much earlier than the shorter four-cylinder shaft. The design engineers therefore designed the crankshaft drive of the BMW M3 with sufficient torsional stability to achieve 10,000 revolutions a minute and more. By comparison with the four-cylinder engine installed in the series vehicles, this represented an increase of more than 60 percent. The rated speed for the road version of the BMW M3 was still significantly below the critical range at 6,750/min and therefore offered sufficient scope for further developments.

Paul Rosche recalls: 'We started work immediately. One advantage was that the big six-cylinder engine originally had the same cylinder gap as the four-cylinder engine. We therefore cut two combustion chambers off the four-cylinder head of the M88 and bolted a panel over the hole on the rear side.' This meant that the new four-cylinder engine had a second forebear. The six-cylinder engine that had initially created a sensation in the M1 and had meanwhile transformed the M635CSi into one of the fastest coupés in the world. Paul Rosche: 'Whether you believe it or not – we had created an outstanding four-cylinder engine for the 3 Series within the space of two weeks. Under the development name S14, this engine was to generate headlines in sport and in volume production over the years to come. One Sunday, I drove to von Kuenheim's flat and gave him the car for a test drive. When he came back he said: ‘Good, I like it.' And that's how the M3 came into being.'

The 35th anniversary of the Golf GTI was an impetus for Volkswagen to create a very special type of anniversary model. In Germany, from May 12th orders are taken for the anniversary model offered under the 'Edition 35' label.

Since the debut of the first Golf GTI in 1976, this sporty Volkswagen has enjoyed an uninterrupted history of success spanning 35 years. The GTI has long become a car with cult appeal as well as an independent brand. Milestone GTI anniversaries have always been celebrated with exclusive special models. Volkswagen now continues in this tradition with the Golf GTI Edition 35: its coherent design approach combines classic GTI elements with features specially created for the Edition 35. Not only does the front bumper glisten in a new design; the car's exterior and interior showcase the special model's exclusivity as well. The '35' signature appears on the wing panels, door sill plates, head restraints and centre seat panel. The highly equipped concept, with its love for details, is also crowned by a high-end metal key ring in action styling. Along with customised features, the special model also promises more driving fun with power increased from 210 to 235 PS compared to the production model.

The Golf GTI Edition 35 celebrates its world debut at the legendary GTI Meet at Wörthersee to be held from June 1st to 4th. Volkswagen will also be showing other well-known GTI anniversary models at this event, such as the Edition 20 and Edition 30. The anniversary model is available at a base price of 30,425 euros; it is a car that will appeal to both established GTI customers and interested prospective buyers. Its market launch in Germany begins in mid-June.

1975 – 2008: THE HISTORY OF THE GOLF GTI

The Volkswagen Golf GTI was unveiled in 1975 at the Frankfurt Motor Show. The UK market had to wait a further two years for vehicles to arrive – 1977 saw 34 examples, all of them left hand drive, sold in the GTI's first tentative year.

The GTI was powered by a 1,588 cc four cylinder engine with K-Jetronic fuel injection it developed 110 PS at 6,100 rpm and 103 lbs ft of torque at 5,000 rpm. This allowed the GTI, which weighed 810 kg unladen, to hit 60 mph from standstill in nine-seconds before reaching a top speed of 110 mph.

The now familiar mix of a high-revving, responsive four-cylinder engine installed in a hatchback body with the emphasis on driving fun was linked to a pared down interior came as a revelation at the time. Especially when combined with tartan trim and the now iconic golf ball gearshift.

The car was an instant hit. By the time right-hand drive cars arrived in the UK in 1979 a total of 1,573 cars were sold in that year, a number that would triple within two years.

In 1984 the Mk II GTI was launched and picked up where the Mk I left off. A new chassis structure, a 1,781 cc engine developing 112 PS and 114 lbs ft of torque and new styling evolved the GTI and saw it appeal to a new generation of fans. Sales of the Mk II GTI surpassed those of the Mk I, peaking at 17,193 vehicles in 1989. In Germany a supercharged G60 version developing 160 PS was sold, an output that wouldn't be bettered in a GTI until 2002.

Three years later the Mk III GTI was launched, bringing with it a new 2.0-litre eight-valve engine and improved aerodynamics over the previous Mk I and Mk II models. In 1993 the GTI fitted was with a 2.0-litre 16-valve engine, raising the power output from 115 PS in the eight-valve model up to a more substantial 150 PS and 133 lbs ft of torque to drop the 0-60 mph time to 8.3 seconds and raise the top speed to 133 mph.

The introduction of the Mk IV GTI in 1998 saw significant changes to the line-up with the first diesel-engined GTI introduced along with two petrol engines in a total of four different states of tune. The Mk IV GTI made significant gains in refinement and safety – in 2002 the fastest accelerating and most powerful GTI produced up until that point was released in the form of the 180 PS GTI 25th Anniversary Edition. It was the success of this more powerful vehicle that inspired the introduction of the Mk V GTI.

Launched in September 2004 at the Paris Motor Show the Mk V GTI equipped with a 200 PS engine was not only the most powerful but also the most focused GTI yet produced. A new 2.0-litre T-FSI engine linked to a six-speed gearbox and standard Electronic Stabilisation Programme (ESP) were linked to a new chassis equipped with MacPherson struts at the front and a multi-link configuration at the rear. The vehicle was 15 mm lower than the standard Golf on new springs, dampers and anti-roll bars.

Visual cues were taken from the original GTI with the return of the tartan interior and the red surround to the grille element – even the GTI typeface used on the badge echoed that of the original.

The Mk V GTI served as a basis for two special editions – the Pirelli and Edition 30. Both models were powered by an evolution of the 2.0-litre T-FSI engine fitted to the conventional GTI, albeit both producing 230 PS.

The wildest GTI ever created – the GTI W12-650 – was also based on the Mk V. Powered by a mid-mounted 6.0-litre W12 engine producing 650 PS the vehicle could accelerate to 62 mph in 3.7-seconds and could theoretically achieve a maximum speed of 201 mph.

Production of the Mk V Golf ceased in August 2008 with a total of 17,630 examples sold in the UK alone. In total over 1,700,000 examples of the GTI have been sold worldwide since the vehicle went on sale in 1976.
Source - Volkswagen

A compact car manufacturer in Germany, the Rabbit originally debuted in Europe in 1974 as the Volkswagen Golf and it adopted the Rabbit moniker once it made its first appearance in Canada and the U.S. in 1975. The named was switched back to the original Golf name in 1985 and it remained that way for 21 years.

In 1975, Volkswagen introduced the Rabbit as an attempt to correct flagging sales for their company. At the time, Japanese auto makers were competing with the VW Beetle by introducing little ‘econoboxes' at a much cheaper price and were overwhelming the U.S. market. Cute, compact and a front wheel drive vehicle, the Rabbit was priced nearly the same as a Japanese econobox, but with a water-cooled 4 cylinder engine with a transversely mounted engine that drove the front wheels.

Replacing the Beetle in the U.S. market, it wasn't until about 4 years after it was introduced when the Rabbit finally became popular, most of this due to the oil crisis. Fuel economy was excellent on the tiny little car, 45 in the city, and up to 57 mpg on the highway, this could be combined with the optional 1.514 cylinder Diesel. Enthusiasts clamored for this new Volkswagen. In 1979 production for the U.S. market was relocation to New Stanton, Pennsylvania and the first Rabbit rolled off the assembly line on April 10th, 1978. NBC news was on hand to document the first foreign vehicle to be built in the U.S.A. Production of the VW went from April of 1978 until July 1988 at the New Stanton plant before they closed. A total of 1,192,411 vehicles were produced at this plant.

For the late 1979 model year the Rabbit received a make-over as the production was moved. The largest and most noticeable change to the American Rabbit, were the addition of all new square headlights. 1979 was also the year that the Rabbit Convertible was introduced and featured the body of the Rabbit, but featured a soft vinyl top. The convertible featured the round headlights that were found on older-model rabbit's.

The Rabbit received yet another make-over in 1981 and featured the new square headlight from the previous year, with wrap around turn signals that replaced the ones that had been used previously in the bumper. Inside, the Rabbit received a much more modern ‘Americanized' interior that was color keyed completely in the inside. For the 1981 model year, the engine was upgraded to a larger size and the gas engine leaped from 1.6 to 1.71 and the diesel also shot from a 1.5 to a 1.6.

During its production run, the VW Rabbit didn't receive many changes, though it did undergo many improvements. The Rabbit pickup was debuted in 1979 late in the year for the 1980 model year. The pickup was lengthened by 3 feet and had great hauling capacity and was offered with either a diesel or gas engine, though most were sold as diesels.

The GTi was introduced in 1982 and a much more sporty rendition of the VW Rabbit. The engine was a 1.81 and it featured a much stiffer suspension, front air dam, alloy wheels and unique Recaro sports seats. All of the grand features that drivers wanted were improved, the top speed, the handling and the acceleration on the GTi.

In 1982 a special 'black tie' edition Rabbit was introduced and featured black bumpers and mouldings that gave it an elegant look. On the inside, special seats were utilized and a rear wiper was also added. A Wolfsburg Edition Rabbit was debuted for 1984. A lush Rabbit model, the Wolfsburg came with a very unique interior, along with an extra moulding on the bottom of the door, and A/C.

The Volkswagen Golf was introduced in July of 1984 and the Rabbit stepped aside a bit. After being redesigned and renamed, the Rabbit convertible became the Cabriolet, and more recently to the Cabrio. Though it was not a long-lasting vehicle, the Rabbit was a popular vehicle that made a big impact on the history of Volkswagen. Today, the Rabbit is still a popular vehicle that is still in high demand all over the U.S. Though U.S. production has stopped, the MK1's continue to be produced by Volkswagen of South Africa dubbed as the CitiGolf model.

Volkswagen of America announced the return of the Rabbit on April 12, 2006 at the Detroit Auto Show. This was due partly to the decline of sales for the VW Golf in the North American market and VW of America choosing to re-brand the Golf name. This newly introduced model is the same as the Golf V that is sold worldwide.

For the 2007 model year, the Mk V Rabbit replaced the VW Golf and the engine was upgraded to a standard 2.5-L 150-hp I-5 for both the 2-door and 4-door models. The '06 Rabbit was available in two trims, a 2-door and a 4-door hatchback. The 2-door came wit a 150-hp 2.5L DOHC engine, speed sensitive wipers, 10-speaker AM/FM CD stereo system, 6 way manually adjustable driver's seat and turn signal indicator in side mirrors. The 4-door rabbit came with a 150-hp 2.5L DOHC engine, heatable front seats, adjustable lumbar support for both driver and front passenger, light tinted windows, and 60/40 folding rear seat.

By March 2009 the Volkswagen again chose to drop the 'Rabbit' nomenclature and chose once again to rename it the 'Golf'. Volkswagen debuted the all new Golf/Rabbit online on August 2008, thought the official unveiling of the 6th generation occurred at the 2008 Paris Motor Show in October 2008. The newest Golf/Rabbit will be wider than before and will feature body styling similar to the VW Scirocco as well as tail-lamps that remind one of the Touareg. Under the hood was a range of 2-diesel (1.9-liter and 2.0-liter TDI) and 3 Petrol (1.4-liter TSI, 1.8-liter and 2.0-liter TFSI) burning engines. The '09 Rabbit features a 5-cylinder engine with Tiptronic 6 speed automatic transmission which can be adjusted to sport mode which allows for longer RPM runs before gear shifting. To keep the engine in the power band, the sport mode also aggressively down shifts. A manual mode is available as an alternative that allowed the driver to shift gears up and down, much like a F1 car.

On October 15, 2008 the first U.K. example of the all new Golf was auction off for charity by the London Press Club Ball. All of the proceeds went to the 'Journalists' Charity', a UK charity for journalists in need.

At this time there are no hybrid variants of the VW rabbit, but there is also an opportunity that Volkswagen's 2.0 liter clean diesel engine will be available from 2008 on. Outside of North America the VW Rabbit is known as the Golf and over 5 generations and more than 24 million vehicles have been produced.

1957 Chevrolet Bel Air

Chevrolet designers conceived the Nomad station wagon as an upscale, suburban utility vehicle. Introduced in 1955, the Nomad was admired for its looks, but was expensive compared to other Chevrolets. While the name lived on for several years in lower-priced Chevrolet station wagons, the last Nomad built in original configuration was constructed in 1957. Considered too rare and valuable to use for utilitarian purposes toady, Nomads during the mid-1950s were regularly put into service towing trailers and hauling heavy loads.

The name 'Nomad' was the special and sporty Chevy 2-door sports station wagon. 1957 was the final build year in a three year run, though the name Nomad continued but as a 4-door model from 1958 on and sold far better than in 2-door style. There were just 6,103 Nomad models built for 1957, wîth a total three year model build of 22,375.Though the Chevrolet Nomad was aesthetically different from the other vehicles in the lineup, it was mechanically identical and had the same optional power plants. One of those engines was the same found in the Corvette, the 283 cubic-inch V8 that had a single Rochester four-barrel carburetor and available 220 horsepower.

The Nomad was added mid-year in 1955. Its front-end design was shared with its siblings, but from the cowl back it was different. It was also the most expensive model Chevrolet offered. It carried a sticker price of $2,571 and cost $265 more than a similarly equipped Bel Air Convertible.

The Nomad had two-door styling, two-tone paint scheme, slanted B-pillar, wraparound rear window, rear fender wheel cut-outs, and straight side trim.

This vehicle has been treated to a frame-off restoration with the exterior completely repainted, the interior was reupholstered, and the engine was rebuilt. It is finished in two-toned light yellow and white exterior with a matching two-tone interior. This has many options including an automatic gearbox, power windows, power steering, the original AM Wonderbar radio, and whitewall Goodyear Custom Super Cushion tires. This vehicle has traveled a mere 7,657 miles since its restoration, before it was brought to the 2007 Monterey Sports & Classic Car Auction presented by RM Auctions, where it had an estimated value of $50,000 - $70,000. It was offered without reserve. As the gavel fell the lot was sold for $52,800 including buyer's premium.
In the 1950's General Motors color palate seemed unlimited, and this car is certainly proof of that. It wears rare original Chevrolet color number 253-90645 'Canyon Coral.' Original specification Nomads are hard to find today because they made an excellent platform for hot rodders over the years. This wonderful owner-restored car is featured in the chapter about color, in The Art and Color of General Motors.

The 1957 Chevy is the car everybody knows. Maybe its the fins, maybe its because during the sixties every high school kid wanted one. Ford actually outsold Chevrolet in 1957, but the 1957 Chevy has been called 'the most popular used car in history.' That's staying power.

This Inca Silver Bel Air Convertible is a documented 16,900-mile car. Options include Powerglide, power steering, power brakes, deluxe radio and the 250-horsepower V8 with Ramjet Fuel Injection. This FI system was brand-new for 1957 and shared with Corvette. Out of more than 1.5 million 1957 Chevy's built, only 1,530 were ordered with the exotic fuel-injection option.

With its 'baby Cadillac' style and powerful V8 engine options, the 1957 really was, to quote a Chevy ad of the day, 'sweet, smooth and sassy.'
There were 47,562 Bel Air's created. They were originally available with a six-cylinder engine that produced 115 horsepower. They came in a two-tone paint scheme and two-tone interior. As the years progressed the Bel Air was available with a variety of engine sizes, including the V8 which was normally reserved for the Corvette.

The Chevrolet Bel Air was a very dramatic and bold vehicle with many recognizable features such as the rocket-inspired twin spear ornaments inset on the hood, and the chrome outlined rear tailfins.

This vehicle has been treated to a full frame-off restoration that occurred during the mid-2000s. It is finished in Tropical Turquoise with a matching white interior and white canvas convertible top. The engine is original, restored, and the desirable Power Pack four-barrel carburetor setup, offering 220 horsepower when needed. There is power steering, power top, a Powerglide automatic gearbox and four-wheel drum brakes. It was brought to the 2007 Monterey Sports & Classic Car Auction presented by RM Auctions, where it had an estimated value of $75,000 - $100,000. It was offered without reserve. As the gavel fell the lot had been sold for a high bid of $71,500 including buyer's premium.
The 1957 Chevy is the car everybody knows. Maybe it's the fins. Maybe it's because - in the Sixties - every high school kid wanted one. Ford actually outsold Chevrolet in 1957, but the '57 Chevy has been called 'the most popular used car in history.' That's staying power.

With its 'baby Cadillac' style and powerful V-8 engine options, the 1957 really was - to quote a Chevy ad of the day - 'sweet, smooth and sassy.'

This Bel Air convertible is equipped with the desirable 283 'Power Pack' engine and three-speed transmission with overdrive. It is refinished in its original (and rare) colors of Surf Green, matching interior and green convertible top. Options include power seat and power windows.

This car spent 20 years in a Wyoming wrecking yard before the current owner acquired it in 1988. An extensive restoration was completed in 1997.

'See the USA in Your Chevrolet' was the theme song for Dinah Shore's popular television variety show, which debuted on NBC in 1956. Ms. Shore remained a spokesperson for Chevy throughout the 1950s and early 1960s, during which time GM regularly gave her new cars for her personal use. This 1957 Bel Air convertible is one of those cars. It still wears its original one-off color and is a true survivor with only a little over 6,500 miles on it.

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Hardtop Sport Coupe

The 1957 Chevy, the last year of the so-called Tri-Chevys, may be the classic American classic. This series of cars go down in history as the launch vehicle for the now evergreen small-block Chevy V8. Though based on the 1955 and 1956 cars, the 1957 had sharp but tasteful tail-fins that a year later would dissolve into the low and curved rear fenders of the totally restyled 1958 Chevy.

This 1957 Bel Air Sport, a two-door hardtop, has been restored to new condition and recently has had power steering and front disc brakes installed.

	Sedan Chassis Num: VC57A199645

This 1957 Chevrolet Bel Air Convertible Coup is equipped with 40 factory options. It has the optional 283 V-8 power pack with Rochester four-barrel carburetor, dual exhaust, Powerglide automatic transmission, power steering, power brakes, parking brake signal, two-speed wipers, windshield washers, and autoronic-eye headlamp control. There are optional dual antennas, continental kit, bumper cushions, bumper guards, backup lamps, outside rear view mirrors, license plate frame, locking gas cap, rocker moldings, gold kit, tinted glass, door handle shields, radiator insect screen, trunk lid edge molding, spinner hubcaps, and white wall tires. The list continues with factory air conditioning, signal-seeking radio, tissue dispenser, heater and defroster, electric clock, courtesy lamps, non-glare rearview mirror, vanity visor mirror, inside visor, and cigarette lighter.

It is painted in Tropical Turquois with a white convertible top.

In 2008, the car was brought to the Hilton Head Sports & Classic Car Auction presented by the Worldwide Auctioneers. It was estimated to sell for $135,000 - $150,000. Bidding failed to reach those estimates, its reserve was not satisfied, and the lot was left unsold.
By Daniel Vaughan | Nov 2008

From 1950 through 1952 Chevrolet hardtops in the Deluxe model line were dubbed the 'Bel Air'. It took a few more years before it would become its own distinct series. In 1953, the Bel Air became its own model and was applied to Chevrolet's top-of-the-line model range. By 1955, the cars were offered with an optional V8 engine which greatly improved the cars performance.

In 1953 Chevrolet had three new models and 17 body styles to select from. This was the company's widest range of offerings in its history. The introduction of the Chevrolet was stirring press for the company, but so was the Bel Air, considered the company's Crown Jewel.

The Bel Air Series consisted of a two and four-door sedan, sport coupe, and a convertible coupe. Everything that was standard on the lower priced series was standard on the Bel Air, plus so much more including comfort, convenience and styling options. There was a one-piece curved windshield which added superb visibility. The luggage compartment was massive and the 115-inch wheelbase provided plenty of interior room for its occupants. The 115-horsepower Blue-Flame six-cylinder engine was new and the most powerful engine in Chevrolet's history.

In 1954, the Bel Air was launched as a 1955 model and brought with it a fresh new, elegant look for Chevrolet. With bold features that included hooded headlights, tailfins, wrap-around windshield, and rear fender skirts, the Bel Air was able to out-style the competition. The base engine was a six-cylinder, 115 horsepower power-plant. At a base price of $1095, it was a bargain. It is considered America's first low-priced 'hardtop coupe'. The most famous of the Bel Air engine options was the 283 cubic-inch V-8 small-block, with Ramjet Fuel injection. It delivered one horsepower per cubic inch, a first for production cars. Along with style, the Bel Air was a fast machine. Chevrolet quickly ascertained a reputation for building performance vehicles.

A full-width grill, redesigned front and rear fenders, gas cap behind the left taillight, larger rectangular parking lights, and sweeping side trim were just a few of the changes that set the 1956 Chevrolet apart from the 1955, which had taken the country by storm with its all new body re-design.

For the performance-minded public, the 1956 Chevrolet offered three 265 cubic-inch Turbo-Fire V-8 engine options: base 170 hp, 205 hp 4 bbl and the 225 hp dual 4 bbl.

Chevrolet produced 1,574,740 cars in the 1956 model year, of which 41,268 were Belair Convertibles. The 3,320 pound car cost $2,443 with the base V-8. You could literally load your new Chevy with factory options and accessories and stay under $3,000.

In 1957, the Bel Air grew in length by 2-1/2 inches and received a wider and taller grille. Additional options became available including two-tone interior, power convertible top, shoulder harnesses, tinted glass, seat belts, tissue dispenser, and ventilated seat pads.

In total, there were seven body styles to select from. In 1957, a two-page Chevrolet magazine ad proclaimed that 'Chevy puts the purr in performance'. This Bel Air Convertible, with the optional 245 HP 283 CID small block V-8 equipped with two four barrel carburetors, would certainly deliver on the promise made by the ad copy noted above, delivering a hearty purr from its dual exhausts.

Over the years these popular cars became an icon for the entire generation and they have gone on to become one of the most desirable and collectable post war cars of all. 47,000 Bel Air convertibles were produced in the 1957 model year.

The Chevrolet models grew in length in 1958 and increased in size. The Chevrolet Impala became their top-of-the-line model, followed by the middle-range Bel Air. The front end featured a broad grill with quad headlights.

By the later part of the 1960s, the Chevrolet Bel Air moved into the territory of a fleet vehicle. It was a basic machine built on Chevrolet's large platform and outfitted with few thrills or options. It was a good car though it lacked the prestige of times gone by.

The 1964 Chevrolet Be Air (Series 1600) was Chevrolet's mid-priced line between the basic Biscayne and the Impala.

The Biscayne was discontinued after 1972 and the Bel Air was moved into its place, becoming Chevrolet's low-level model. Production in the United States continued until 1975 though production continued in Canada until 1981.