Volkswagen Cross Coupe Concept (2011)

VW Cross Coupe Concept

At the 2011 Tokyo Motor Show, Volkswagen is showcasing its concept of an SUV of the future: the VW Cross Coupé. Visually the all-wheel-drive plug-in hybrid vehicle shows how Volkswagen designers could envisage a crossover between a four-door coupé and a compact SUV. The design team led by Walter de Silva and Klaus Bischoff have created a fascinating study that impressively combines the best of two worlds. Original, strong in character, sculptural and dynamic, the Volkswagen Cross Coupé stands for the future of SUV design at Volkswagen!

Pioneering technologies. Technically too the very sporty Volkswagen Cross Coupé concept car defines a new status, being based on Volkswagen's new modular transverse matrix (MQB) - the first such model ever to be publicly shown. Features of the Cross Coupé consequently include strikingly short bodywork overhangs. The four-seat SUV is powered by two electric motors (1 x front, 1 x rear) and a direct injection turbo petrol engine (TSI). The Volkswagen Cross Coupé can drive a distance of up to 40 kilometres purely on electric power. The all-wheel drive system with 'electric drive shaft' represents an innovation for Volkswagen, with the rear axle being driven by the rear of the two electric motors. In this situation power is supplied to the rear electric motor by the one at the front, which during this phase acts as a generator powered by the TSI engine. In the Cross Coupé the flow of electrical energy thus replaces the conventional transfer of power by means of a drive shaft. And that creates room on board the concept car for another important technology: the centre tunnel, usually the place for the drive shaft, houses the lithium ion battery (tunnel battery) on the VW Cross Coupé. The low position of the battery and the general layout of the drive systems give the vehicle a very low centre of gravity and facilitate a balanced spread of axle loading. Although equipped with the all-round qualities of an SUV, the concept car therefore demonstrates the dynamic handling of a coupé.

Cross Coupé with long wheelbase and short overhangs

Less upright than other off-road vehicles. At 4,345 mm, the concept car being shown in Tokyo is longer than a Golf and shorter than a Tiguan. The width of 1,868 mm and height of 1,523 mm also come exactly in between these two bestsellers. In terms of its dimensions, the Volkswagen Cross Coupé is therefore a vehicle in the globally much in-demand A segment. It is also noticeable that at 2,630 mm the concept car has what in relation to its overall length is a very long wheelbase (52 mm longer than the Golf and 26 mm longer than the Tiguan). The bodywork overhangs (855 mm at the front and 860 mm at the back) are correspondingly short. All of the dimensions combined, the overall proportions are extremely snappy. The powerful look is underlined by large wheel tracks of 1,585 mm (front) and 1,613 mm (rear).

Off-road figures like an SUV. Away from made-up roads the Cross Coupé makes its mark with bodywork figures that fall almost into the range of classic SUVs. The front angle of approach, for example, is a good 24.2 degrees and the rear in terms of off-road use an excellent 32.5 degrees. The Volkswagen Cross Coupé also features good off-road ground clearance.

Design gives insight into car front styles of tomorrow

Precisely moulded coupé silhouette. Defining features of the Cross Coupé's look are the very long bonnet, a completely new front section design, the passenger compartment, which is set way back, and in comparison to conventional SUVs the very low window line. In general the designers have also achieved muscular and athletic, yet very clear contours. The Cross Coupé gives the appearance of a sculpture milled from a solid material: extremely precise and modern. Highly independent, the Cross Coupé shows the direction in which Volkswagen design is developing.

One striking element is a shoulder line, also known as the tornado line, that looks as if it has been cut with a razor blade, which runs just below the frameless windows, extending from the front to the rear wing. Adjacent to the line to the bottom are the clearly flared wings, which create a very powerful sideline and produce a silhouette that - although robustly composed in the style of an SUV - is reminiscent of a sports car. Fitting perfectly into this picture come the 20-inch alloy wheels, equipped with 265/45 tyres. To the rear a voluminous coupé-like C column rises up over the wheel arches and in silhouette the entire rear of the car appears to rest on the 20-inch alloys.

The evolution of the Volkswagen front section. The great potential of the Volkswagen design DNA developed by Walter de Silva (Group Chief Designer) and Klaus Bischoff (Volkswagen Chief Designer) is shown by the concept car's front section. In this instance, the characteristic horizontal lines of the 'Volkswagen visage' become a link between present and future. Unlike on today's models, the designers have physically merged the two xenon twin headlamps with the radiator grille's chrome-plated fins. In detail, it is two chrome bars, one above the other, that link the headlamps. Moreover, the chrome fins that ascend to the sides of the vehicle emphasise its width and are part of an entirely new type of lighting concept; the lower of the two chrome fins contains the daytime running light, and the fin above it contains the direction indicators. The light signature, headlights and grille are all expressed in a unique innovative combination. In the centre of the bumper is an area painted in the vehicle's colour, which by means of a precisely shaped character line extends upwards to form a homogenous unit with the bars of the radiator grille. Right at the bottom of the bumper is another cold air inlet, which is fitted with two additional smaller chrome bars. To the left and right of each inlet are the LED fog lights.

The rear of an SUV coupé. The shallow line of the side windows also influences the rear of the car. Incorporated at a very sloping angle, the rear window is typical of a coupé. To the top rear the hatchback is finished off by a spoiler, which optically extends the roof surface and as a trailing edge technically optimises the aerodynamics. The rear light clusters are kept slim. In similar fashion to their counterparts on the latest production models, such as the new CC, the rear lights feature a delicate, pale, horizontal bar that makes the lamps look very elegant. Typical of an SUV, meanwhile, is the chunky rear bumper, integrated into the left and right of which are the exhaust pipes.

Multifaceted interior for four people

The best of two worlds. In the Volkswagen Cross Coupé the worlds of the SUV and the coupé form an exciting alliance. Inside this four-seater this leads to all details having a significantly sportier design than in conventional SUVs. For example, the dashboard: it has the dynamically precise lines of a coupé, yet is raised up like in an SUV. The surface of the dashboard exudes very refined quality, yet at the same time a very robust design. This robustness is also a feature of the controls, handgrips and general feel of things in the car's interior. For example the centre console: the drive system and air-conditioning functions are controlled quickly and simply via two aluminium rotary switches. Located between the two switches is the button for the electric parking brake and in front of that the gear lever, also in aluminium, for the seven-speed direct shift gearbox (DSG). The lever's strikingly wide grip is not only visually fun, but being made out of one piece also pleasing to the touch. In front of the gear lever is the start button for the engines, while to the left and right of the lever there are two robust but elegant grab handles. On the right there are also the buttons for selecting pure electric power and battery charging. Higher up come the ventilation controls, the centrally positioned hazard warning lights switch and two air vents. Another level higher there is a touchscreen display that shows on- and off-road navigation and all relevant vehicle functions, extending all the way to the sound system.

Programmable instruments. Arranged behind the three-spoke steering wheel is a user-programmable instrument cluster display. A rotary control knob on the centre console can be used to dynamically select between three different display modes: 'Sport', 'City' and 'Offroad'. The functional screen contents of the modes vary according to the mode selected, e.g. gyrometer, compass and topographic map in Offroad mode. Each of the three modes has a customised screen layout and different colour scheme. Positioned centrally between the round instruments is another multifunction colour display, on which vehicle information, the phone menu, audio details and alongside this further navigation data such as a 3D off-road picture can be shown.

Ergonomics for long journeys. The VW Cross Coupé is fitted with four individual seats, which have all been designed as bucket seats with solidly integrated headrests. These seats have particularly well-balanced ergonomic qualities. The four passengers have ample room to the side, in front and above. The backs of the rear seats and of the front passenger's seat can be folded fully forwards to load surfboards, paragliders or other bulky gear into the Cross Coupé. A particularly helpful feature here is that the seat backs have an outer synthetic covering, so that when folded down they form a durable surface for such loads. The boot space behind the rear seats has a capacity of 380 litres (up to the window edge). If the 1,724 mm-long vehicle interior is loaded up to roof height and all the way to the backs of the front seats, the capacity increases to 1,230 litres.

Electrically powered rear axle

Three motors in one car. The Cross Coupé has not one but three motors, which work together efficiently as a hybrid system. At the front under the bonnet is a 110 kW TSI petrol engine delivering maximum torque of 210 Nm and an electric motor with an output of 40 kW and 180 Nm of torque. Together or individually these two motors power the front axle. If the Volkswagen Cross Coupé is to be used in all-wheel drive or pure electric power mode, a further electric motor cuts in. This has been integrated as a co-axial drive unit into the rear axle layout. This motor drives the rear wheels. This second electric motor generates up to 85 kW and develops torque of 270 Nm. The overall output of the system (petrol engine + battery) is a maximum of 195 kW.

Tunnel battery powerhouse. When the vehicle is being driven purely on electric power, the electric motors receive their current from an 8-module lithium ion battery. The battery holds 9.8 kWh of energy and is located inside the Cross Coupé's centre tunnel, i.e. where the drive shaft is found in conventional SUVs. An electronic power control module, operating at around 370 volts and integrated into the engine compartment, manages the flow of high-voltage energy from and to the battery and to the electric motors. Meanwhile, the Cross Coupé's low voltage electrical system is supplied with the necessary 12 volts through a DC/DC converter. The electric drive system causes no space restrictions in the vehicle's interior. The battery gets charged either via external electricity sources (230-volt connection) or - in motion - via the TSI engine and battery regeneration (both front and rear axles).

Fuel consumption of just 2.7 litres per 100 km. With a full tank of fuel the Volkswagen Cross Coupé weighs 1,748 kg (58% on the front axle, 42% on the rear). It can take a further load of 450 kg and be driven a distance of up to 40 km on purely electric power. In doing so the vehicle produces no emissions. In the New European Driving Cycle (NEDC) the TSI engine's fuel consumption is just 2.7 litres per 100 km, equating to CO2 emissions of only 62 g/km. With a fuel tank capacity of 55 litres, the theoretical range in hybrid mode is 815 kilometres. Adding in the electric range, the Cross Coupé can do 855 km without stopping for fuel.

Sustainable and yet still dynamic. Despite the focus on sustainability the concept car being shown in Tokyo is still sporty. The Cross Coupé accelerates from 0 to 100 km/h in just 7 seconds and has a top speed of 201 km/h. If forward propulsion is being provided solely by the electric motors, the top speed is regulated down to 120 km/h. Both the consumption figures and driving performance are positively influenced by the Volkswagen Cross Coupé's aerodynamic properties. The optimally balanced aerodynamics built into the design and the very low overall height (for an SUV) produce a very good drag coefficient of 0.329.

How the hybrid drive system works. Both electric motors help (boost) the petrol engine (TSI) during acceleration. As mentioned above, however, they can also power the concept car on its own for a distance of up to 40 kilometres, depending on conditions. Here, by opening the clutch, the TSI gets disconnected from the drive-train and switched off. The clutch on the gearbox side, however, remains closed and the seven-speed DSG thus remains connected. Cross Coupé drivers can themselves also choose to drive relatively long distances on pure electric power (as long as the battery has enough charge). To do so the driver simply presses the relevant driving mode button on the centre console next to the gear lever. As soon as the TSI needs to be brought back into play due to the battery's level of charge or any other parameters, the engine starts up - almost imperceptibly for driver and passengers - and smoothly engages with the drive train.

Charging at the press of a button. Whenever the VW Cross Coupé's brakes are applied, both electric motors act as a generator, utilising the braking energy to charge the battery (battery regeneration). The driver can (via another button next to the gear lever) also consciously charge the battery from the TSI engine - for instance, in order to have sufficient electric power to drive later in a regulated zone preserved exclusively for zero-emission electric vehicles. At all times, the current electric range and the Volkswagen Cross Coupé's overall range are displayed on the instrument panel. The engine controller regulates all energy flow and drive management tasks taking into account the minute-by-minute demands for power made by the driver.

'Electric power', 'Charge' and three further modes. Based on the amount of drive (for instance, loss of traction on the front axle) or through the driver consciously switching to all-wheel or electric mode, the second electric motor integrated with the rear axle engages it in an instant. In general there are three driving modes available to the driver: City (eco-mode with minimal fuel consumption), Sport (dynamic driving) and Offroad (permanent all-wheel drive).

Honda EV-Ster Concept (2011)

Honda EV-Ster Concept

Honda Motor Co., Ltd. staged the world premiere of the Honda EV-STER, the next-generation electric small sports concept model, at the 2011 Tokyo Motor Show.

Featuring a dynamic and innovative styling design and excellent environmental performance, the Honda EV-STER, an electric rear-wheel-drive two-seater convertible sports car, will propose a new way to enjoy a sports type model which is unique to the electromotive mobility. The adoption of carbon materials made it possible to reduce the vehicle weight contributing to the vehicle's high driving performance and range of approximately 160km. The easy-to-operate twin-lever steering was adopted for the thorough pursuit of the joy of driving. Moreover, the new concept model enables the driver to make his/her own adjustments to some vehicle characteristics such as motor output and suspension settings, to embody the joy of maneuvering to the fullest extent.

Furthermore, the instrument panel features not only meters, but also the vehicle information display which enables the driver to enjoy driving as well as the network display used for the audio and navigation systems and also for the internet access. The well-designed layout of the meters and displays enables the driver to concentrate on driving and enjoy the comfortable space.

Honda remains committed to developing sports models beyond the expectations of its customers and offering exciting and thrilling mobility products.

Key specifications

• Vehicle length: 3,570mm
• Vehicle width: 1,500mm
• Vehicle height: 1,100mm
• Wheelbase: 2,325mm
• Maximum speed: 160km/h
• Acceleration 0-60km/h: 5.0 sec
• Maximum range: Approximately 160km (JC08 mode)
• Battery: 10kWh lithium-ion battery
• Maximum battery output: 58kW
• Charging time
  • 200V: under 3 hours
  • 100V: under 6 hours

Volkswagen Passat Alltrack (2013)

VW Passat Alltrack

Over the past four decades, well over 15 million Passat cars have been built. Along with its favourable all-round qualities, the success of the bestseller - which is sold on all of the world's continents - can be attributed to the Passat's wide and diverse range of versions. Now, Volkswagen is extending the model series with another specialist: the Volkswagen Passat Alltrack.

This new version is offered in an estate car configuration, and it closes the gap between the conventional Passat Estate and SUVs such as the Tiguan. The rationale here: many car drivers who use their car as a towing vehicle, or in light off-road situations, want a versatile, sporty and very roomy passenger car that has rugged qualities. Volkswagen developed the VW Passat Alltrack for this clientele. In comparison with the familiar Passat Estate, the new model is defined by new bumpers in SUV style - with wheel well and side sill flares. Its greater off-road ramp angle, approach angle, departure angle and higher ground clearance all make the Volkswagen Passat Alltrack an excellent SUV alternative for driving on unpaved track.

Two turbocharged direct injection petrol engines (TSI) with 118 kW / 160 PS and 155 kW / 210 PS and two turbodiesels (TDI) - also with direct injection - with 103 kW / 140 PS and 125 kW / 170 PS are available in the Volkswagen Passat Alltrack. The two most powerful Alltrack versions, the 170 PS TDI and the 210 PS TSI, have standard 4MOTION all-wheel drive and a dual clutch transmission (DSG). For the VW Passat Alltrack with a 140 PS TDI, Volkswagen will offer all-wheel drive as an option. Just how efficiently the engines of the VW Passat Alltrack operate together with the intelligently controlled 4MOTION all-wheel drive system is illustrated by the two TDI engines: the 140 PS version has a low combined fuel consumption of 5.7 l/100 km (equivalent to 150 g/km CO2), while fuel consumption for the 170 PS version is 5.8 l/100 km (152 g/km CO2).

The Volkswagen Passat Alltrack will debut in a world premiere at the 2011 Tokyo Motor Show; market launch for the new versatile Alltrack begins in early 2012.

Cadillac SLS (2010)

Cadillac SLS

Shanghai GM unveiled the new Cadillac SLS. It is one of two new models - along with the Buick Excelle XT - that made its global debut on the automaker's stand at the 2009 Guangzhou Auto Show.

The new SLS is the next generation of Cadillac SLS luxury business sedan that was first introduced in China in 2006. It combines the American luxury brand's traditional elegance with cutting-edge technologies and is specifically tailored for business elites. It is the first model from Shanghai GM equipped with OnStar.

The new Cadillac SLS comes in four variants that are priced between RMB 448,000 and RMB 698,000.

Choice of Fuel-Efficient SIDI Engines

The new Cadillac SLS comes with a choice of two new world-class Direct Injection engines mated to a six-speed automatic-manual transmission. The 3.0-liter SIDI engine offers 272 horsepower with 300 Nm of torque, while the 3.6-liter SIDI engine generates maximum power of 310 horsepower and 374 Nm of torque. In addition to providing impressive power, the engines reduce fuel consumption by 9 percent and generate lower hydrocarbon emissions compared to similar powerplants.

OnStar Safety, Security and Information Service

The new SLS features GM's OnStar in-vehicle safety, security and information service, which goes live in China in early December. With the press of a button, Cadillac SLS owners will instantaneously become connected with the OnStar Call Center for service 24 hours per day/365 days per year.

OnStar will initially offer 14 services: Automatic Crash Response, Emergency Services, Automatic Air Bag Deployment Response, OnStar Vehicle Diagnostics, On-Demand Diagnostics, Good Samaritan, Stolen Vehicle Location, Remote Door Unlock, Remote Horn and Lights, Roadside Assistance, Hands-Free Calling, Point of Interest, Turn-by-Turn Navigation and Destination Download.

Redesigned Exterior

The exterior design of the new Cadillac SLS follows the evolutionary styling of the Cadillac brand. The vehicle has a simple look with a well-proportioned, dynamic body. It has been thoroughly redesigned, giving it a more energetic and younger appearance.

Diamond-cut-like design elements appear in the new shield-shaped grille, headlights and tail lights, fog lights, turn signals and side skirts on the fender, adding to the luxury appearance.

The new SLS has a wheelbase that extends beyond 3,000 mm. Together with its wide doors, this provides greater convenience and roominess for passengers.

The Cadillac SLS comes in a choice of five body colors: Black, Titanium Silver, Golden, Space Gray and Platinum Gray. In addition, Shanghai GM offers a choice of two interior colors: Champagne and Ebony.

Finely Crafted Interior

Fine craftsmanship defines the interior of the new Cadillac SLS. Genuine leather is applied throughout the interior, accentuating the elegance and luxury of the new Cadillac SLS. The "cut and sew" technique ensures the highest quality. The cabin also makes liberal use of Sapele Pammele, a wood that is normally used for crafting violins. The 360-degree wrap-around lights in the Cadillac SLS give the interior a luxurious look at night.

All seats are ergonomically designed and wrapped with leather. The front seats feature 8-way power adjusted with four-way lumbar support. The rear seats are power adjusted with 4-way lumbar support, and heated, ventilated and the unique massages function.

Cadillac has adopted a range of noise, vibration and harshness (NVH) engineering advances to keep noise out of the cockpit for a quiet and pleasant driving experience.

The new Cadillac SLS is equipped with a number of hi-tech amenities, including high-precision three-phase independently controlled air conditioning with temperature memory function; the Air Quality System (AQS), which automatically switches between air quality detection and inside circulation; an available independent three-screen entertainment system with six-disc DVD/CD and TV function; and the BOSE 5.1 acoustic system with 15 hi-fi speakers. In addition, the new SLS is equipped with an intelligent navigation system, remote engine start and a host of other functions to provide a unique and luxurious experience to owners.

Human-Oriented Safety Technologies

The new Cadillac SLS, which was put through extensive road testing in North America, offers a high level of active and passive safety.

More than 80 percent of the body of the Cadillac SLS uses high-strength steel plate. The hydraulic anti-collision column shrinks while absorbing energy in the event of a crash for the safety of all passengers.

Individual front and rear-suspension systems with Cadillac's MRC (MagneRide) Electromagnetism Active Sensing Suspension System, the power steering with speed sensitive, variable assist system and the Active Air/Control Auto Leveling System ensure smooth handling and control under all driving conditions.

Dual HID headlamps with AFL (Adaptive Forward Lighting) change their lighting angle according to different road conditions, while the SBZA system and rear view advanced parking camera watch out for blind spots, alerting the driver of any abnormal situations in the rearview mirror. Electronic stability control and the tire pressure monitoring system come standard.

During the unveiling of the new Cadillac SLS, Han Sanping, President of China Film Group Corporation and a leading figure in China's movie industry, joined Shanghai GM President Ding Lei to announce that Cadillac products will be featured in 20 upcoming movies.

Audi e-tron Spyder Concept (2010)

Audi e-tron Spyder Concept

Audi presented the Audi e-tron Spyder Concept, the study of an open sports car, at the 2010 Paris Motor Show. The show car, with plug-in hybrid drive, is 4.06 meters (13.32 ft) long, 1.81 meters (5.94 ft) wide and only 1.11 meters (3.64 ft) high. The two-seater is equipped with a 221-kW (300-hp) twin-turbo V6 TDI at the rear axle and two electric motors producing a total of 64 kW at the front axle.

The Audi e-tron Spyder Concept's low total weight of only around 1,450 kilograms (3,196.70 lb) combined with the high-torque TDI and the two electric motors results in respectable performance. The car accelerates to 100 km/h (62.14 mph) in just 4.4 seconds, and top speed is electronically governed at 250 km/h (155.34 mph).

The Audi e-tron Spyder Concept can combine the powerful torque of its TDI - the diesel engine generates 650 Nm (479.42 lb-ft) and the total of 352 Nm (259.62 lb-ft) of its two electric motors during acceleration in a process known as "boosting."

The intelligent distribution of power allows for optimal dynamics in every situation. The targeted application of power to the front wheels improves longitudinal dynamics while also improving lateral dynamics when cornering. This is because torque vectoring - the as-needed distribution of torque between the left and right wheels of the two axles - enables an exhilarating degree of driving precision and excellent agility.

Thanks also to its low weight, short wheelbase and perfect 50:50 weight distribution for dynamic handling, the Audi e-tron Spyder Concept has all the drivability of a go-kart - good on bends and neutral right up to the very high handling limit.

The combination of a highly efficient TDI and electric drive also provides for excellent fuel economy and amazingly low emissions. The Audi e-tron Spyder Concept requires on average just 2.2l diesel/100 km (106.92 US mpg), corresponding to CO2 emissions of 59 g/km (94.95 g/mile). A range of more than 1,000 kilometers is possible with the 50-liter (13.21 US gallons) tank.

The open sports car can also drive strictly on electric power and thus with zero emissions over distances of up to 50 kilometers (31.07 miles), such as in urban areas. The top speed of 60 km/h (37.28 mph) is just fine for normal driving.

Design

The Audi e-tron Spyder Concept features what is without a doubt the most advanced and simultaneously the most consistent evolution of the current Audi design language, while also providing initial hints at the design language of future Audi sports cars. It reinterprets the most important design elements that already characterized the previous e-tron concept vehicles. This also ensures the necessary formal differentiation to the purely electric-powered Audi e-tron shown at the 2010 Detroit Motor Show.

1.81 meters (5.94 ft) wide, just 4.06 meters (13.32 ft) long and only 1.11 meters (3.64 ft) in height: these are the classic proportions of an open, high-performance sports car. Compared to the coupé concept car in Detroit, the length and width have increased by 13 cm (5.12 in) and 3 cm (1.18 in), respectively, to underscore the sporty aspiration of the design. This further enhanced the powerful and compact overall appearance that characterizes both vehicles and links them to the sportiest production Audi, the R8.

Due in no small part to the short wheelbase of only 2.43 meters (7.97 ft) - 22 cm (8.66 in) shorter than that of the R8 - the body of the Audi e-tron Spyder Concept comes across as extremely stocky.

In an apparent homage to motor sports, the frameless side glass surfaces taper downward toward the rear. They form a unit with the windshield, which is strongly bowed and inclined like the visor of a helmet.

Another element borrowed from race cars characterizes the hood: the wide central air inlet, whose curve further accentuates the dynamics of the car's front end and provides a visual and functional link to the Audi R8 LMS customer race car. The carbon application that is mounted flush in the front and side windows and wraps completely around the glass testifies to the design and manufacturing expertise that went into the car.

The front the silhouette of the Audi e-tron Spyder Concept are characterized by a sharp, sweeping line that immediately identifies the two-seater as an Audi. The sharply tapered front end lends the Audi e-tron Spyder Concept a distinctly wedge-like basic shape. The trapeze of the single-frame grille dominates the distinctly wedge-shaped front end and is flanked by two large air intakes. They serve as cooling intakes for the electric drive system and also for the TDI engine at the rear of the vehicle.

Above, the grille merges into the flat strips of the adaptive matrix beam headlight modules with their three-dimensional clear glass covers that follow the contour of the functional elements.

All light units use ultra-efficient LED technology. As with the R8 and the e-tron sports car concept cars, the trademark four rings are located above the single-frame. Beneath the trademark is the charging station for the batteries. The rings disappear beneath the front hatch, exposing not just the charging plug but also a display showing the charge state and a map graphic indicating the current electric range.

Another distinctive feature of this show car are the 20-inch wheels, that take the blade design of the first e-tron show car and refine it into a three-dimensional turbine design. The wheels combine the lightweight materials aluminum and carbon into a design that is both visually pleasing and very effective aerodynamically. The 66 individual components comprising each individual wheel of the Audi e-tron Spyder Concept are indicative of just how complex they are.

The flanks sport familiar contours in a new form. Unusually sharply defined edges frame the smooth side surfaces while simultaneously separating horizontal from vertical areas.

The shoulder line frames the lines of the strongly contoured wheel wells even more distinctly than in the Audi R8 and combines them with the upper edge of the vehicle body. Particularly when viewed from the back, the Audi e-tron Spyder Concept appears even more pronouncedly horizontal and more strongly oriented toward the road.

An impression that is also created by the characteristic sills with a new cut and is picked up by the spoiler and diffuser at the front and rear of the car. Carbon elements borrow from motor sports to set special accents here as well. Carbon is also used on the engine cover in the rear and in license plate and lighting frame, which also includes the air outlets below the lateral light units.

The contrast of materials is reminiscent of a race car. The essential functional elements of the chassis and the vehicle body are done in carbon, while the body as a cover sports a classic paint finish. This illustrates the formal "shell-and-core" principle that defines the Audi e-tron Spyder Concept particularly clearly.

Thanks to an opening in the hood, even the longitudinal TDI mid-engine is a visible technological element surrounded by matt and glossy carbon surfaces, aluminum and leather. This combination of materials links the exterior with the interior of the vehicle.

Behind the seats are two cowls that gradually taper toward the rear and also flank the opening for the TDI engine and the implied cooling fins of the engine cover. They also contain the normally hidden rollover bars, which like in the production R8 Spyder shoot up within milliseconds and lock into place in the event of an emergency.

Interior

Visual and functional references to the fundamental concept of lightweight construction characterize the purist interior design. They establish a connection between proven Audi genes and new formal hallmarks. Typical for the Audi design idiom is the reduction of the architecture, controls and information output to the essentials in favor of a tidy overall impression.

The slim dash has a curve that extends laterally into the door panels. With no need to allow for a transmission, shifter and cardan tunnel, the designers again took advantage of the opportunity to create a particularly slim and lightweight center tunnel and convex, arching center console for the Audi e-tron Spyder Concept with hybrid drive. The only control element other than that of the MMI is the flush-mounted selector lever for the automatic transmission, which extends upward from the tunnel when the vehicle is started.

The cockpit of the Audi e-tron Spyder Concept is also oriented toward the driver - a further characteristic Audi trait. Instead of the classic instrument cluster, the concept car is equipped with a large, display with integrated MMI functions and flanked by two round dials. The MMI can be controlled via a touch-sensitive control panel on the steering wheel - an element inspired by modern smartphones. It can also be controlled via the MMI control unit (MMI touch) on the center console. The steering wheel itself is clearly flattened off at both the top and bottom, in a clear reference to motor sport. Speed is displayed in digital form only. The dial instrument with information about the drive system can be chosen via the menu item "Drive."

Besides information about the speed, the revs of the combustion engine and the electric drive, the central display also provides all of the key information from the infotainment and navigation systems.

Characteristic for the concept of the Audi e-tron Spyder is the near total elimination of switches and components such as the ignition. The climate control unit is located to the right above the steering wheel. The display provides temperature and ventilation information. Again drawing inspiration from a smartphone, the system is operated by means of a touch-sensitive control panel.

The equally racing-inspired lightweight bucket seats combine excellent lateral support with comfort. Contrasting colors and stitching delineate the various zones of the interior. The colors and the high-quality materials combine elegance and sportiness.

ASF body

Systematic lightweight construction is a crucial prerequisite for efficiency and range, while also being the primary foundation for exhilarating driving dynamics. The Audi development engineers drew on the core competence of the company for the Audi e-tron Spyder Concept. The body structure is based on Audi Space Frame (ASF) technology and was realized as a hybrid construction, with the hood and numerous aerodynamic components made of carbon.

In ASF technology, the body's supporting structure is made of extruded aluminum sections and die-castings. Aluminum panels are incorporated into this skeleton to form a positive connection and perform a load-bearing role. Each individual component of the ASF space frame is optimized for its specific task by the use of widely differing shapes and cross-sections, combining maximum stability with minimal weight. Despite the complex drive system layout with two electric motors and their respective drive systems plus the TDI engine, the Audi e-tron Spyder Concept only weighs around 1,450 kilograms (3,196.70 lb).

Engines and transmissions

Audi has long proven the perfect synthesis between a highly advanced sports car and TDI technology. With the TT, Audi become one of the first manufacturers anywhere in the world to successfully bring a diesel sports car to market, a decade after the Audi Cabriolet paved the way for diesel engines in this segment. And the Audi R8 TDI Le Mans concept car was the first supercar to be fitted with a twelve-cylinder diesel engine with 500 hp and 1,000 Newton meters (737.56 lb-ft) of torque.

The Audi e-tron Spyder also draws on this recipe for success - albeit in a revolutionary new combination. This marks the first use of a new generation of the six-cylinder, 3.0 TDI that breathes through two turbochargers and produces 221 kW (300 hp). That is another 50 hp more than the previous stage, which debuted a few months ago in the new Audi A8.

Peak torque of 650 Newton meters (479.42 lb-ft) is unusually high, even in the sports car segment. The mid-mounted, longitudinal 3.0 TDI engine drives the rear wheels via a seven-speed dual-clutch transmission.

Another innovation is the coupling of the TDI with the electric drive of the front axle. Two asynchronous electric motors with a total output of 64 kilowatt (88 hp) and peak torque of 352 Newton meters (259.62 lb-ft) combine with the 3.0 TDI to give the Audi e-tron Spyder the performance of a high-performance sports car. It accelerates from 0 to 100 km/h (62.14 mph) in 4.4 seconds. Top speed is electronically governed at 250 km/h (155.34 mph).

The drive's characteristic is even more exciting than the abstract numbers. Thanks in no small part to the fact that the peak torque of the electric motors is available immediately, the Audi e-tron Spyder Concept accelerates with catapult-like thrust. Short passing maneuvers on interurban roads can be pulled off as spurts that are every bit as relaxed as they are fun, even without having to downshift.

The noise level of the low-revving TDI is typically low. The six-cylinder unit behind the occupants issues a sonorously sporty growl under load, but never becomes loud. A surprising effect also present in the Le Mans-winning Audi R10 and R15 race cars, which are also powered by TDI engines.

The benefits of this special form of hybrid drive - the coupling of a high-torque, high-efficiency TDI engine with the electric motors - are by no means limited to the dynamic potential of the Audi e-tron Spyder, however. The open two-seater also sets new standards in its class for fuel consumption and environmental characteristics. The 300-hp TDI consumes on average just 2.2 liters of diesel per 100 kilometers (106.92 US mpg), which corresponds to CO2 emissions of only 59 g/km (94.95 g/mile).

The full-hybrid Audi e-tron Spyder has also mastered the discipline of zero-emission driving. In residential and other urban areas, the driver can activate the electric drive by itself. The 9.1-kwH battery at the front of the car has enough power for up to 50 kilometers (31.07 miles). And with a top speed of up to 60 km/h (37.28 mph), the Audi e-tron Spyder Concept is also able to move along smartly in city traffic.

Chassis

The normal distribution of the tractive power is clearly biased toward the rear axle in accordance with the weight distribution of the Audi e-tron Spyder Concept and the dynamic shift in axle load during acceleration. Similar to with a pure mid-engine sports car, roughly 75 percent of the torque goes to the rear and 25 percent to the front. If an axle slips, this balance can be varied thanks to the central control of the entire drive system in combination with the ESP. The hybrid vehicle from Audi thus enjoys all of the advantages of quattro technology.

The combination of the mid-mounted TDI engine and the two electric motors at the front axle also make it possible to intelligently control the lateral dynamics of the e-tron.

Similar to what the sport differential does in conventional quattro vehicles, torque vectoring - the targeted acceleration of individual wheels - makes the Audi e-tron Spyder Concept even more dynamic while simultaneously enhancing driving safety. Understeer and oversteer can be corrected by not only targeted activation of the brakes, but also by precise increases in power lasting just a few milliseconds. The concept car remains extremely neutral even under great lateral acceleration and hustles through corners as if on the proverbial rails.

The chassis has triangular double wishbones at the front axle and a trapezoidal-link rear suspension made of forged aluminum components - a geometry that has proven in motorsports to be the optimal prerequisite for high agility, uncompromising precision and precisely defined self-steering behavior. A taut setup was chosen for the springs and shock absorbers, but it is still very comfortable.

The direct rack-and-pinion steering gives finely differentiated feedback. Its electromechanical steering boost varies with speed, so that the Audi e-tron Spyder Concept only has to provide energy while steering, and not while driving straight ahead.

As befitting its status, the Audi concept car rolls on 20-inch tires with a new blade design. 245/30 tires up front and 265/30 tires in the rear provide the necessary grip.

Lincoln MKS (2013)

Lincoln MKS

Better handling, increased power, improved fuel efficiency, additional standard equipment, more refinement and new technologies that help drivers reduce accident risks provide luxury customers with important new reasons to consider the new Lincoln MKS flagship sedan.

The full-size Lincoln MKS sports an updated, sleeker style for 2013 that headlines a range of improvements that match or exceed more expensive luxury-class contenders.

EXTERIOR

The dedicated Lincoln design studio has developed a contemporary new look for the 2013 MKS. Every exterior surface from the A-pillar forward is new, including the grille, HID headlamps, front fascia, hood and front fenders. Continuing the new look are fresh 19- and 20-inch aluminum wheels. At the rear, Lincoln MKS gets a new fascia, LED tail lamps, exhaust tips and a new decklid design that improves access to the trunk.

"The original MK vehicles were, in some ways, deliberately provocative," said Max Wolff, Lincoln Design director. "The styling of the new MKS adds both refinement and elegance to the car while visually lowering and widening the front end. The continuous bright surround linking the grille and headlamps is particularly rich and adds something significant to what is already an expressive, balanced design."

INTERIOR

"We have made the new MKS interior much more inviting and engaging, with new capacitive controls and MyLincoln Touch," said Wolff. "The previous MKS was very linear and horizontal. Now we have an interior that's dominated by lines that sweep up from the center stack and flow out to the sides. This is a styling cue you'll see more in future Lincoln models."

These styling updates transform the 2013 Lincoln MKS cabin. Subtle ambient lighting adds to the interior's luxurious, high-tech environment.

INTERIOR FEATURES

The integration of MyLincoln Touch to the new Lincoln MKS complements Lincoln's most advanced instrumentation and controls to date.

The main instruments feature a central speedometer flanked by two full-color reconfigurable LCD screens. Content for the 4.2-inch LCDs is controlled by five-way buttons on the steering wheel. An 8-inch multi-function LCD touch screen dominates the center stack and provides the visual and control interface for the entertainment system, phone, navigation and climate control.

INFOTAINMENT SYSTEMS

The new MKS offers two audio systems, both controlled through MyLincoln Touch. The standard system includes AM/FM/CD/MP3/satellite sources playing through a 210-watt system that drives 10 speakers.

The optional audio system is THX® II Certified Car Audio System with AM/FM/CD/DVD/ MP3/HD Radio capability and 16 speakers, including a 10-inch subwoofer. SiriusXM satellite radio with six-month prepaid subscription, an auxiliary input jack and a USB port are also included. System volume automatically adjusts according to vehicle speed, while sophisticated digital signal processing provides spectral balance, a wide dynamic range and exceptional acoustic performance that brings home-theater sound to the road.

SiriusXM Traffic and SiriusXM Travel Link with voice-activated navigation controls also are available. A prepaid subscription to SiriusXM Traffic and Travel Link is included when the available SD-card based navigation system is selected. MyLincoln Touch and SYNC enable voice-activated navigation control. In addition to an easily updateable navigation database, additional SiriusXM Travel Link features include coast-to-coast weather data, forecasts, fuel prices, sports scores, movie listings and more.

LUXURIOUS, ORGANIC, COMFORTABLE

This Lincoln style is supported by equipment that enhances occupant comfort. Standard heated and cooled 12-way adjustable front seats, adjustable pedals and a power tilt/telescoping steering wheel allow a wide range of drivers to feel immediately at home behind the wheel.

Class-leading available equipment also includes a retractable rear sun shade and, new for 2013, multi-contour adjustable front seats and a heated steering wheel.

Lincoln's available multi-contour seats incorporate seven computer-controlled air bladders to provide occupants with maximum adjustment. Four sections in the seat bottom and three in the seat back can be adjusted. Both driver and passenger seats feature individual static settings as well as dynamic massage settings.

The seat surfaces are provided by the Bridge of Weir leather company. Sourced from Scotland, Bridge of Weir leather also can be found in luxury jets, yachts and furniture. Connoisseurs of fine materials appreciate these leathers for their natural beauty, and the company uses a unique organic tanning method which produces a material free of chromium making it one of the most environmentally friendly, and fully recyclable, leathers available. French and Deck seams on all seats add to the interior's high level of finish.

Seat cushions, head restraints and seat backs are made with soy foam, which has a lower environmental impact than petroleum-based foams. In addition, the soy-based materials deliver excellent performance for both comfort and durability.

CRAFTED DETAILS

A new heated steering wheel is a welcome option for drivers who live in colder climates. A thin metal element under the wheel's leather-wrapped rim can raise the wheel rim's surface temperature from minus 4 degrees Fahrenheit (minus 20 degrees Celsius) to 74F (23C) in five minutes.

New woods (Prussian Burl and Brown Swirl Walnut) and leather colors (Hazelnut and Light Dune) complete the extensive list of interior changes for 2013. While there is a consistency to the woods selected for the interior of the Lincoln MKS, no two Lincoln interiors featuring natural woods display the exact same grain pattern.

CONTINUOUSLY CONTROLLED DAMPING

Throughout 13 decades of the automobile's development, suspension engineers have worked tirelessly to find an ideal balance between smooth ride and satisfying, confident handling. Traditionally, smooth-riding cars have not handled well, and sharp-handling cars have ridden harshly.

The new Lincoln MKS solves this dilemma and stands out as the only car in its segment to have Continuously Controlled Damping (CCD) as standard equipment.

"The CCD system in the 2013 MKS helps deliver an exciting driving experience for the driver that is comfortable, smooth and quiet, while at the same time dynamic and involving," said Scott Tobin, Director, Lincoln Product Development.

Standard CCD delivers a more confident drive experience that introduces a key new Lincoln DNA - the balance of ride comfort and impressive handling.

Regardless of road conditions, drivers will enjoy a markedly smoother, more controlled ride because CCD is always tuning and refining the ride quality. The result of some 4,000 hours of development time, CCD delivers its on-road benefit by significantly extending the chassis' capabilities compared to a chassis with non-adjustable struts and shock absorbers, known as "dampers" by chassis engineers.

REAL-TIME DAMPING

Compared with the fixed-rate dampers fitted to the 2012 MKS, the new CCD dampers for the 2013 MKS offer dramatically expanded control range.

CCD utilizes an array of 46 inputs to feed data to a sophisticated control unit that continuously monitors more than 23,000 packets of information per second. Algorithms react to the data by calculating the optimal damping force every 2 milliseconds or 500 times per second. The system commands damping force changes 20 times per second (20Hz). On average, large damper force adjustments (such as firm to soft) occur in just 11 milliseconds. For engineers, mechanical actions that occur in less than 13 milliseconds are considered real-time actions.

The system's powerful processing speed and fast-acting mechanicals enable CCD to constantly read the road surface and continuously adjust damping rates in real time across the three selectable ranges - Sport, Normal and Comfort. CCD operates so quickly that it can react pre-emptively.

CCD recognizes, for example, when the car is encountering a pothole and can instantly tighten damper control to prevent the wheel and tire from experiencing the full depth of the pothole. Typically, the damping rate increases by more than 150 percent versus the system's softest setting, helping to smooth out an otherwise harsh and jarring event. The system is so quick that inputs received at the front wheels are then used to prepare the rear wheels to deliver a more refined driving experience.

"CCD is always active, and it underpins the expanded dynamic capabilities of the new MKS," said Brian Naspinsky, Lincoln Vehicle Integration engineer. "CCD makes it possible to provide a smoother, more controlled ride over virtually any road surface in part by reducing body roll by up to 20 percent. CCD also improves handling. Understeer on the Lincoln MKS has been reduced by approximately 25 percent, so the car feels more eager and ready to respond."

LINCOLN DRIVE CONTROL

"Lincoln Drive Control is where the magic happens because it pulls all of the car's adjustable elements - suspension, steering, engine, and gearbox - into one harmonized system," explains MKS chief engineer, Mike Celentino. "With Lincoln Drive Control, the new MKS feels sporty, nimble and connected, yet the Lincoln ride is still there."

The Lincoln Drive Control interface lends MKS distinct driving personalities that drivers can select. They include:

• Normal mode - When the gear selector is in Drive, Lincoln Drive Control delivers the ideal Lincoln ride, balancing comfort with confident control and handling. Many drivers will find this setting perfect for everyday driving as it provides an engaging drive experience and a direct connection to the road without sacrificing the composure and smooth expected from a luxury sedan
• Sport mode - When the gear selector is in Sport, Lincoln Drive Control transforms the vehicle's personality to deliver a more performance-oriented driving experience. The following systems change settings in Sport mode:
• The CCD suspension switches from operating in its normal range to its firmest sport range which offers 25 to 30 percent more control than Normal mode, emphasizing handling
• The electric power-assisted steering recalibrates to provide more road feel and greater steering effort
• The engine responds more directly to the driver's inputs
• The transmission upshifts at higher rpms. Downshifts become more aggressive and the transmission holds gears longer and during cornering. Additionally, sixth gear is locked out
• The vehicle's traction control and electronic stability control settings are modified to allow more spirited driving

In addition to Normal and Sport, Lincoln Drive Control offers Comfort mode for when drivers want the most relaxed driving experience. Comfort mode can be activated using MyLincoln Touch via the Settings menu when the transmission is in Drive.

The Comfort mode instructs the CCD suspension to run in its softest range. The dampers exert 10 to 15 percent less control compared to the Normal mode. The electric power assisted steering system also reduces the effort needed to turn the wheel at low speeds, for example, when parking.

"CCD is the core new technology that makes Lincoln Drive Control possible," said Naspinsky. "The system's struts and shocks have more total range from firm to soft than a fixed-rate damper. This gives us the flexibility to offer three distinct suspension settings that gives the Lincoln MKS multiple driving personalities that are easy for the driver to select."

POWERTRAIN

The standard engine for 2013 is a more powerful and efficient 3.7-liter V6 that now includes twin independent variable camshaft timing (Ti-VCT). The ability to vary camshaft timing to optimize the opening and closing of both the intake and exhaust valves increases the engine's responsiveness and efficiency.

Horsepower for 2013 increases to a projected 300 from 273 - up 9 percent. Torque improves to 275 lb.-ft. at 4,000 rpm from 270 lb.-ft. At the same time, projected fuel economy increases for the 3.7-liter-equipped sedan - a 3-mpg improvement on the highway versus today's Lincoln MKS. The 3.7-liter delivers an estimated 19 mpg city/28 mpg highwayfor the front-wheel drive modeland18/26 mpg with the all-wheel-drive model.

The Lincoln MKS now offers better standard highway mileage than the 2012 Acura RL, Cadillac STS and Mercedes-Benz E350. Additionally, the Lincoln engine produces its power using regular unleaded fuel, not premium as required by some manufacturers, including Audi, BMW and Mercedes-Benz.

Specific accessory technologies were added to the 3.7-liter V6 to improve fuel economy performance and efficiency. Active Grille Shutters open and close depending on engine cooling needs. When fully closed, the shutters help reduce aerodynamic drag by 6 percent, improving highway fuel economy. A tuned dual-exhaust system enhances low-end torque. Smart Battery Management also contributes to improved economy by prioritizing the recharging of the vehicle's battery at optimum times, such as when the vehicle is coasting.

3.5-liter EcoBoost V6

The premium engine for 2013 remains the twin-turbo 3.5-liter EcoBoost® V6, an engine that provides V8 performance with the fuel economy of a V6. The EcoBoost V6 earned a place on Ward's 2010 "10 Best Engines" list the year it was introduced.

The 3.5-liter gasoline turbo direct-injected (GTDI) engine produces a projected 355 horsepower at 5,700 rpm and an expansive torque curve that plateaus at 350 lb.-ft. of torque from 1,500 to 5,250 rpm. Fuel economy of the EcoBoost/all-wheel-drive powertrain is projected to be 17 mpg city and 25 mpg highway.

The optional EcoBoost V6 is the most powerful V6 among MKS competitors, producing 45 more horsepower than the Audi A6's optional supercharged 3.0-liter V6 and 55 more horsepower than the BMW 5-Series' optional turbocharged 3.0-liter I-6.

"The engine combinations for the 2013 Lincoln MKS deliver an unbeatable combination of more refined power and enhanced fuel economy," said Greg Johnson, Lincoln powertrain manager. "The 2013 Lincoln MKS has been engineered to deliver performance feel that's smooth, effortless and confident."

EFFICIENT SIX-SPEED TRANSMISSIONS

The 2013 Lincoln MKS is equipped with two versions of the six-speed SelectShift Automatic™ transmission, both with steering-wheel-mounted paddle shifters. The 3.7-liter Ti-VCT V6 uses the 6F-50. The more powerful 3.5-liter EcoBoost uses the heavy-duty 6F-55 which benefits from high-energy friction materials, a larger ring gear and a specific torque converter to handle the high torque output of the twin-turbo V6.

These gearboxes offer Lincoln MKS drivers the choice of fully automatic operation or manual control. Intuitive to operate, a squeeze back on either paddle will deliver an upshift, while a gentle push forward on either paddle will induce a matched-rev downshift. Unlike some competitor transmissions, SelectShift won't second guess the driver with an override shift. The manual function is truly controlled by the driver.

ALL-WHEEN DRIVE

All-wheel drive is standard with the twin-turbo 3.5-liter V6 and optional on the 3.7-liter V6. In good weather, over smooth roads at modest speeds and when AWD is not needed, the system intelligently routes power only to the front wheels for improved fuel efficiency.

When driver input or road conditions indicate that slip might occur, the system sends power to the rear wheels to help prevent tire slip, for example on rain-soaked or snow-covered roads. Beyond providing more traction, AWD also improves handling by helping to reduce understeer, the tendency of the vehicle to "push" in a corner.

A myriad of inputs enables the computer-controlled system immediately to identify and react in as little as 16 milliseconds to changing road conditions and driver demands. The amount of torque sent to the rear axle varies depending on road conditions and dynamic needs.

CHASSIS ENHANCEMENTS

To match the engine's extra power and the suspension's additional handling capabilities, Lincoln has significantly upgraded the MKS braking system for 2013, giving the driver confidence and control.

New vented front discs measure 13.86 inches (352 mm), more than an inch larger than in the 2012 model. To enhance brake cooling, the "hat" portion of the front brake disc is also vented, a unique design developed by Ford Motor Company engineers.

Additionally, the diameter of the rear discs increased by 0.58 of an inch to 13.58 inches and these are now vented. Brake pad area and total swept area increased significantly, with each improvement working together to improve overall braking performance, reduce brake fade under heavy use and provide the driver with a more direct and linear braking feel.

STEERING

The Lincoln MKS steering system received a thorough makeover for 2013. The gear ratio is quicker (15:1 for 2013 vs. 17.1:1 for today's MKS), making the steering more immediately responsive at all speeds. Additionally, steering boost is now electric rather than hydraulic. The new electric power-assisted steering (EPAS) complements CCD in contributing to the driver-tunable Lincoln Drive Control experience.

Other enhancements contribute to the system's overall improved performance. The steering gear is now solid mounted to the chassis's front subframe. Additionally, a brace has been added under the vehicle (across the transmission tunnel) to strengthen the subframe's mounting points to the chassis.These details help significantly improve the driver's feeling of being connected to the road through the steering wheel. Overall steering response for the 2013 MKS is improved by up to 25 percent.

EPAS offers additional benefits. At lower speeds, for example when parking, EPAS provides additional boost for effortless maneuverability. At higher speeds, EPAS increases steering effort and feedback, giving the driver a more precise steering feel.

EPAS replaces the traditional hydraulic-assist power-steering pump with an electric motor. This helps save fuel because the motor operates only when assistance is required, unlike the hydraulic systems that run continuously. EPAS was standard on 2010-12 MKS models with the 3.5-liter EcoBoost V6, but for 2013, becomes standard on all MKS models.

Software-based technologies, undetectable by the driver, boost the capability of EPAS. Pull-drift compensation detects road conditions such as a crowned surface or crosswinds and adjusts EPAS to compensate. Active nibble control automatically cancels some unwanted steering wheel vibrations at interstate speeds. These actions are designed to give the driver reassurance and maximum control under all driving conditions.

ACTIVE PARK ASSIST

EPAS is also the primary technology behind the available active park assist (APA) system.

Once engaged via a switch on the center console, ultrasonic sensors precisely measure open spaces to find a suitable parallel parking spot. With a few actions (gear shifting, acceleration and braking), the Lincoln MKS steers itself into the open space. The driver retains full control of throttle, brakes and shifting the entire time the APA is engaged.

TORQUE VECTORING CONTROL

Drivers are most likely to notice Lincoln's new Torque Vectoring Control (TVC) system when Lincoln Drive Control is set to Sport Mode. TVC helps the Lincoln MKS drive through corners with greater balance and poise.

TVC individually influences the speed of the front wheels to enhance cornering agility by mitigating against a dynamic condition engineers refer to as understeer. When accelerating through corners and the system detects a drop in traction, TVC precisely applies brake force to the inside front wheel (that has less grip) causing a transfer of engine torque to the outside wheel (that has more grip). This helps keep the MKS tracking on the driver's intended line through the corner.

IMPROVED SYNC

The next generation of the award-winning SYNC system continues to become easier to use and more robust in its operation. New, simpler screen designs improve the user interface. Larger and bolder fonts make screens easier to read. SYNC's voice recognition experience, powered by Nuance, also improves.

Microsoft's Windows Embedded Auto software platform continues to be the operating platform that will deliver faster response times. SYNC has evolved from a stand-alone module for communication and entertainment to become a fully integrated operating system for Lincoln vehicles with MyLincoln Touch.

As a further enhancement to the SYNC experience, the standard system in the 2013 MKS provides Operator Assist as a standard SYNC Services feature, allowing users to connect with a live person free of charge.

SYNC also enables the interior of the Lincoln MKS to become a Wi-Fi hot spot when linked to a data-enabled cellular device. With active Wi-Fi, passengers can link to the Web on their tables or laptops.

LANE KEEPING SYSTEM

New for the 2013 MKS is a Lane Keeping System that complements the complete collection of driver assist technologies, in addition to the comprehensive safety package including six airbags, anti-lock brakes, traction control and AdvanceTrac® ESC (electronic stability control).

Coupled to the new Lane Keeping System is Lane Keeping Alert and Lane Keeping Aid. Together, these technologies add significantly to the advanced driver assistance features already available on Lincoln MKS, including collision warning and BLIS® (Blind Spot Information System) with cross-traffic alert.

Lane Keeping Alert helps drivers avoid leaving their lane unintentionally because of distraction or tiredness. When activated by the driver, Lane Keeping Alert utilizes a forward-facing mono-vision camera mounted behind the rear-view mirror to begin looking for lane markers. A control unit monitors the data and determines when the vehicle is wandering out of its lane. As the vehicle approaches the outer boundary of its lane, the system vibrates the steering wheel, reminding the driver to pay attention.

Lane Keeping Alert is dormant when the turn signal is activated or when the driver is engaged in an evasive maneuver.

Lane Keeping Aid works in concert with Lane Keeping Alert. When activated by the driver, Lane Keeping Aid will gently add torque to the steering wheel to nudge the MKS back into its lane if the driver has drifted too close to the lane's edge. The system includes the ability to sense if a driver is driving hands-free. A warning chime sounds to discourage misuse of the system.

System sensitivity settings are adjustable via the MyLincoln Touch interface. Neither technology actively prevents lane departures. The responsibility for the safe vehicle operation remains entirely the driver's responsibility.

Driver Alert is the third element of the Lane Keeping System. If the system detects a driving pattern typically exhibited by a drowsy driver, a first-level chime will sound and a friendly suggestion of a coffee cup graphic will appear on the left-hand 4.2-inch instrument cluster LCD screen.

If the driver does not respond and the system continues to sense that the driver is fatigued, further warnings and chimes will occur. Conscientious drivers curious about their state of alertness can monitor their performance any time.

AUTO HIGH-BEAM HEADLAMPS

Auto high-beam headlamps also use the windshield-mounted camera to monitor traffic conditions and control high-beam activation.

In darkness, the high-beam headlamps automatically illuminate unless other traffic is detected. The system continuously scans for stimuli - oncoming vehicle lights prompt the lamps to dim, but traffic lights or a road sign's reflection will not affect the high beams. The sensitivity setting can be adjusted from the default setting of "Near" to "Far."

COLLISION WARNING

Collision Warning helps prevent common traffic accidents as forward-looking, long-distance radar identifies potential obstacles.

When the danger of a collision is detected, the system warns the driver with an authoritative beep and a simultaneous red warning light projected on the windshield above the instrument panel.

These warnings should be enough to allow the driver to brake before a potential accident. Collision warning also provides emergency brake support which enables harder, quicker deceleration to help drivers stop or reduce speed to lessen the impact of a collision.

ADAPTIVE CRUISE CONTROL

Collision warning is paired with adaptive cruise control (ACC) because both features use the forward-looking radar system. With a range of up to 600 feet, ACC monitors and adjusts vehicle speed to keep it at a safe distance behind another vehicle in the same lane, even in fog or heavy rain.

The sophisticated radar system and control module ignores stationary objects as it determines the closing rate toward the vehicle ahead to determine whether it is necessary to automatically adjust the engine throttle setting or engage the braking system. Able to work at just 20 mph, drivers can set the system to work during normal commuting, helping reduce driver fatigue.

BLIND SPOT INFORMATION SYSTEM

Blind Spot Information System (BLIS®) with cross-traffic alert can detect vehicles in blind spots during normal driving as well as traffic approaching from the sides when the driver is reversing out of parking spots.

BLIS uses radar sensors to continuously monitor each side of the vehicle to detect when another vehicle enters the defined blind spot zone (within 45 feet). A light appears on the corresponding sideview mirror to indicate another vehicle is in the defined blind spot.

On models without optional BLIS, standard spotter mirrors feature an integrated mirror facet that provides a clear view of anything in a traditional blind spot of a typical exterior rearview mirror.

MYKEY

MyKey® allows parents or other concerned owners to restrict certain Lincoln MKS features when in the hands of a MyKey driver.

Owners simply program the vehicle key through the message center to incorporate features such as: