Ferrari Wireless GT Cockpit 430 is the Ultimate Experience for Racing Games [Video]

Thrustmaster has just released its newest gaming accessory, The Ferrari Wireless GT Cockpit 430 Scuderia Edition will make you feel like you really are racing in a luxury racing car. The Ferrari Wireless GT Cockpit 430 Scuderia Edition features resembles is a cockpit ensemble that includes a built-in wheel and pedal set that will work on PS3 and a PC.

The wireless system is compatible with the PlayStation 3 and PC (Xbox fans are left stranded by the side of the road), but if you thought the actual Scuderia was expensive, the 23-pound Thrustmaster setup will set you back $250.

For starters, the whole setup is wireless. Plug the 2.4 GHz receiver into the USB port of a PC or PS3, and you'll be driving in no time. No pesky cables to trip over or wear out. We're also assuming it sends the standard peripheral signals Windows and PS3 games understand, which would make it compatible with any well-developed racing game. Aside from brake and accelerator pedals, the paddle shifters and buttons built into the steering wheel provide a pretty comprehensive control suite.






Press Release:

Thrustmaster Unleashes Real Racing Power with Ferrari Wireless GT Cockpit 430 Scuderia Edition

Thrustmaster has created the ultimate cockpit that puts you in the driver's seat of your favorite racing games

New York, NY - (May 26, 2010) - Thrustmaster, the innovative PC and console accessory brand, unveils its newest gaming accessory release: a pre-equipped, streamlined, Ferrari-licensed cockpit, that's foldable and ready to be set up anywhere. The Ferrari Wireless GT Cockpit 430 Scuderia Edition is a cockpit ensemble featuring a built-in wheel and pedal set, for PlayStation® 3 and PC. It lets users experience the thrills of racing under conditions very close to those on real race tracks – without having to leave their living room. This compact, practical and efficient racing cockpit will be available in June 2010 for the SRP $249.99.

Wireless Cockpit Ensemble - The cockpit ensemble is wireless, featuring a range of more than 10 meters and 50 hours of battery life: it's got everything you need for great performance, whether in quick runs around the track, or endurance racing.

Optimal Stability - With a wide, solid base and a total weight of 23lbs., stability is optimal. The cockpit's construction is completely solid, thanks to its rigid metal structure, perfect for maintaining your racing lines, even through quick turns.

Adjustable Cockpit - The cockpit is fully adjustable, for an infinite number of possible positions according to the user's size (adult/child) and seating type (sofa/chair). It also features a mechanism which locks in place once the position has been selected. Foldable, with a detachable wheel and carrying handle, the cockpit takes up minimum space for easy storage when the race is over.

Absolute Precision Technology - This new racing release also provides absolute precision, thanks to the H.E.A.R.T HallEffect Accurate Technology™ system (12-bit precision, with 4096 values on the wheel's axis): it will give you the edge you need to take up the pole position.

Streamlined Design - The Ferrari Wireless GT Cockpit 430 Scuderia Edition has a streamlined design with smooth and harmonious lines, and features the metallic colors of the Ferrari 430 Scuderia's "musetto".

Programmable Wheel Replica of Ferrari 430 Scuderia - The wheel, 11" in diameter, is a replica of that found on the Ferrari 430 Scuderia, down to the smallest details – from the 5-position Manettino dial which lets users configure their car directly in the race, to the sequential gearshift levers crafted of metal, and rubber-textured grip. The wheel is 100% programmable and features an internal memory.

Magnetic Resistance Pedals - The metal pedals, inspired by those in the Ferrari 430 Scuderia, are built directly into the cockpit, and provide a long range of travel, for even greater realism. The brake pedal even features magnetic resistance for enhanced performance.

Volvo Concept Truck 2020

Swedish manufacturer Volvo Trucks recently unveiled the Volvo Concept Truck 2020 design concept, The Volvo Concept Truck 2020 displays a long distance vehicle, which can be combined in length, equipped with autopilot. The Volvo Concept Truck 2020 will be able to drive non-stop in nose-to-tail convoys that run at 90 km/h (56 mph) while the cars communicate with each other via a wireless connection.

Moving on to driver’s comfort, the driver’s seat looks more like a modern office chair with a thin ventilated mesh backrest. Behind the driver seat you will find a futon sofa which can be turned into a wide comfortable bed. The luxury experience is further complemented by the customizable lighting that can be changed as per in-cab tasks or resting. The driver may also control the privacy screening and blackout electronically.

Outside, the concept truck features LED headlamps and turn indicators that are integrated into the front of the vehicle. The rear-view mirrors have been replaced by cameras, while images are projected onto the inside of the windscreen.

The Concept Truck 2020 has rear-view cameras that project an image onto the inside of the windscreen and helps the driver to orientate better, LED headlamps and indicators, and collision protection panels on the truck's nose.




Press Release

TRUCKS OF THE FUTURE; CLOSER TO REALITY THAN YOU THINK

Progress is getting ever faster. In just ten years' time trucks are going to be a lot different to those of today. At least that is according to Rikard Orell, Design Director at Volvo Truck Corporation and one of the brains behind Concept Truck 2020, the Volvo Truck Corporation's bold vision for the future.

Long distance haulage for the future: long combinations, controlled by autopilot, driven non-stop in nose-to-tail convoys on green super-motorways linking the continents.

This is the vision of the future that generated the ideas behind the Volvo Concept Truck 2020 design concept. But will it really look like this in just ten years?

"That is the whole point," says Rikard Orell Design Director at Volvo Trucks. "Progress is getting ever faster. Because of this our vision for the future is not that far away. Much of the technology in the Volvo Concept Truck 2020 is already available; other technology needs to be developed. One needs to dare to stride firmly into the debate, demonstrating what one can and will do. Just tinkering at the edges runs the risk of progress slipping away."

Safer and more efficient commercial transport

As road transport expands it must also become safer and more efficient. Volvo's design concept contains ideas about how that can be achieved. Some of these ideas can be integrated into production today, while others are there to arouse interest and start a discussion.

One of the more startling ideas is to link vehicles together wirelessly into long road-trains that rush across the continents at 90 km/h (56 mph).

"This will be possible when the transport sector's vision of green corridors becomes reality," says Rikard Orell. "Here heavy goods vehicles are separated from other traffic, driving in their own lanes, rather like a railway, but without the rails."

There are many advantages. Road safety increases, transport services require less space and wear and tear on the roads decreases. Fuel consumption and CO2 emissions drop thanks to reduced drag when a truck is in the slipstream of the vehicle in front. In addition the driver can rest behind the wheel while the truck effectively drives itself. If this is counted as idle time, transport times can be cut, deliveries will be made more quickly and drivers can get back to their friends and families earlier.

Spacious and airy driver environment

The driver is at the centre of Volvo's world. It goes without saying that a design concept from Volvo Trucks contains a great many ideas about the development of the driver environment. In the Volvo Concept Truck 2020 the driver's environment is spacious, airy and free of disruption.

"We have replaced the traditional dashboard with a thin film panel on which information is tailored to suit the driver," says Rikard Orell. "The panel is operated like a touchpad, just like an iPhone. We have saved a lot of space that way."

Another space-saving idea is the sleek driver's seat with its thin, ventilated mesh backrest, more like a modern office chair than a traditional driver's seat. Behind the driver is a futon sofa which folds out into a wide, comfortable bed in the evening.

The lighting in the cab is divided into zones customised for the driver's various in-cab tasks, or for resting. Around the driver are large areas of glass providing good visibility out of the vehicle and even into it. This benefits eye contact between the driver and other road users preventing accidents. Privacy screening and blackout in the evening are also controlled electronically.

Aerodynamic collision protection

The design team also aimed for a sleek look for the exterior, reducing the perception of the vehicle's size. The LED headlamps and indicators are integrated into the front of the vehicle. The rear-view mirrors have been replaced by cameras that project their images onto the inside of the windscreen.

The lower section of the front of the vehicle features integrated collision protection projecting forwards about half a metre. This ‘nose' is gentler on oncoming cars in the event of a head-on collision and has also been shown to improve the aerodynamics of the vehicle.

As Rikard Orell points out, "Because the nose is a safety function, our starting point has been that it does not count as part of the maximum permitted vehicle length, just as rear-view mirrors today are outside the maximum permitted width."

Some things you just do not change. The ‘Globetrotter' sign on the roof is still there, but has been redesigned so that it harmonises with the lines of the vehicle and reduces drag. The driver can also change the text on the sign from the instrument panel.

The rear end is the next stage

So work on the external design focuses largely on aerodynamics, but by how much is it really possible to reduce drag on a truck ?

"We have come so far with the front of the vehicle that further changes to the basic shape provide only marginal improvements," says Rikard Orell. "However, a lot will happen when we start work on the design of the rear end of the vehicle. There is a great deal of untapped aerodynamic potential there."

2011 Audi A8 - taking the fast lane onto the World Wide Web

The new 2011 Audi A8 is allegedly the first car in the world to offer an optional factory-installed WLAN hotspot for Wi-Fi access. Of course, this means that all your passengers will probably spend less time talking to you and more time on their laptops, Apple iPads and iPhones or netbooks.

To activate, the driver simply inserts a data-capable SIM card into the Bluetooth online car phone or by using a compatible cellular device with a SIM Access Profile.

All this is made possible through a rooftop antenna of the Audi A8 via the car’s own UMTS module. This enables the most connection stability with great reception quality.






via:egmcartech

Press Release

• First factory-installed WLAN hotspot in a car

• Wireless access for iPads, laptops and netbooks

• Secure encryption, stable connection

The new Audi A8 is the first car in the world to offer an optional factory-installed WLAN hotspot for wireless Internet access. Passengers in the front and rear can simultaneously access the Internet through the car's integrated WLAN module and via UMTS, using up to eight terminal devices such as laptops, Apple iPads or netbooks.

Wireless surfing, accessing information, data and e-mails from company networks, and downloading the latest apps for the iPad - passengers in the front and rear can conveniently and securely use all of these features while traveling in the Audi A8, just as if they were in their own office. WPA2 encryption provides the necessary security for the transfer of data.

Using the WLAN hotspot is remarkably simple. To activate Internet access with speeds up to 7.2 Mbit/s, the driver merely needs to insert a data-capable SIM card into the Bluetooth online car phone. Alternatively, an Internet connection can be established via Bluetooth by using a compatible mobile phone with a SIM Access Profile. Any existing mobile phone contract can be used for this - often coupled with a flat-rate data plan.

Communication with the Internet takes place through the rooftop antenna of the Audi A8 via the car's own UMTS module. This enables utmost connection stability with outstanding reception quality.

Mercedes-Benz automated test driver setup

Working on autonomous vehicle systems is all the rage lately, and Mercedes-Benz is no exception. Most of the work has been going within research groups and as part of competitions like the DARPA Urban Challenge. Mercedes-Benz has moved its automated driving work over to driver-assistance test groups. It's using the automation technology to evaluate crash avoidance systems without putting test drivers and engineers at risk.

By using its autopilot systems, the test maneuvers can be reproduced much more consistently. This isn't the first time that such systems have been employed in testing. Chrysler built an Automated Durability Road (ADR) at its Chelsea Proving Ground in the mid-1990s. The ADR used robotic drivers for accelerated durability testing over extremely difficult surfaces.

In both cases, the automakers can do far more extreme testing than would be possible with human drivers. Among the things Mercedes will be testing for is unintentional airbag deployments when driving over curbs, and detection of high-speed merging traffic or sudden braking.

via:autoblog





Press Release

Autopilots at Mercedes-Benz

"Automated driving" - new proving method for state-of-the-art safety systems

With an eye on future generations of assistance systems, Mercedes-Benz is the first vehicle maker worldwide to introduce an innovative proving method into its test driving portfolio - safety-critical driving manoeuvres that cannot be precisely reproduced by people are now being handled by autopilot on closed test tracks. "Automated driving" supports the development, testing and validation of assistance systems and other safety features. Testing at the limit can now be carried out without danger and health risks to development engineers, delivering clear benefits to Mercedes-Benz customers - because the tests are carried out with the highest degree of precision, future assistance systems can be developed and validated to Mercedes-Benz's exacting quality standards despite increasing levels of complexity.

For years, Mercedes-Benz has been setting benchmarks in the development of new technologies for the continuous improvement of active and passive safety in automobiles. Innovations in passive safety such as the rigid-form passenger cell, crumple zone, airbag and three-point safety belt, plus active safety like ABS, ESP® and braking assistant all trace back to Mercedes-Benz. They have made a demonstrable contribution to improving road safety and to reducing significantly the number of injuries and deaths among road users.

The current status of active safety technology is defined by intelligent assistance systems that turn the vehicle into a "thinking partner" - one that can see and feel, and that can react and function reflexively in the event of danger. Systems like the blind spot assistant, ATTENTION ASSIST and the night view assistant are focused specifically on accident problem areas like changing lane, fatigue or poor night time visibility.

"With future assistance systems, we will be able to address even more complex traffic situations and therefore to ease the dangers of further accident hot spots - like intersections," says Prof. Bharat Balasubramanian, Head of Product Innovations & Process Technologies at Corporate Research and Advanced Engineering Daimler AG. "The new automated driving test methods help us to fulfil the ex-tremely high quality and operational safety demands placed on our safety systems even more efficiently."

Autopilots ensure greater precision and relieve development engineers

In addition to established methods, Mercedes-Benz will in future fulfil requirements for reliable functionality and operational safety in future assistance systems through the "automated driving" of test manoeuvres on dedicated proving grounds. Prototypes used for this purpose are series production vehicles equipped with "robots" for steering, acceleration and braking. An on-board computer controls the autopilot so that a pre-programmed course is followed exactly - even if several vehicles are involved in one manoeuvre.

Test engineers in the control centre monitor all events and can stop the vehicles at any time. In parallel, the vehicles perform self checks and brake automatically if they register discrepancies. Thus, the test configuration is safe yet flexible. All Mercedes-Benz models can be equipped with the technical equipment for "automated driving". Moreover, a variety of different safety systems and equipment can be tested.

Using "automated driving", engineers analyse safety innovations under real-life conditions in the vehicle, addressing two critical challenges:

* Reproducibility. In order to calibrate the systems exactly, the same tests must be varied and repeated extensively. In so doing, all parameters like vehicle distances, speeds and steering radii must be exactly to specifications and always precisely maintained in order to guarantee comparability.
* Safety. Because the systems are intended to kick in only in critical situations, such scenarios must be induced during testing. The manoeuvres demand precision timing and cannot be permitted to put anyone in danger.

Both cases place human beings at their limits - in terms of their ability to react and the issue of reproducibility. However, for complex electronic systems and for assistance systems in particular, fully comprehensive functional validation must be carried out in a manner that is as close to reality as possible, thus making this kind of test driving indispensible.

The precise repeatability of the test methodology enables test vehicles to maintain exactly the pre-determined speed and course and to brake very precisely. For example, if a vehicle drives a pre-planned course several times, the tracks of all the runs vary from one another by less than two centimetres. Should the vehicle be brought to a complete halt at a particular location, the end points of all braking manoeuvres are within a radius of three centimetres.

Alongside the proving of assistance systems, "automated driving" will also be used in extreme tests in future. These put the vehicle under loads that are well in excess of those reached under normal use in traffic. The intention is to ascertain, for instance, that airbags are not activated unintentionally should the car be driven heavily over a ramp or against a kerb. Test drives that involve a high degree of physical stress for the driver can thus be avoided.

State-of-the-art test methods for the highest safety demands

In their development work, Mercedes-Benz engineers use the results from the company's in-house accident research, which delivers important findings. A variety of networked validation methods guarantee that the systems function reliably at the critical moment. Company philosophy insists that validation must go considerably farther than prescribed by regulatory standards. When it comes to passive safety, the internal company crash test requirements go well beyond meeting standard crash test requirements. The combination of computer simulations and real-life crash tests ensures passive safety to Mercedes-Benz standards.

Mercedes-Benz also makes use of state-of-the-art, networked test methods when it comes to active safety. Drive simulator tests combined with simulation procedures deliver a faster and more precise development process and complement test drives under real-life conditions.

"In Sindelfingen, we are currently building a new drive simulator. The state-of-the art technology of this equipment will make the future development of new safety systems even faster and more precise," confirms Balasubramanian.

Automated driving as the basis of future innovations

Mercedes-Benz is the only vehicle maker in the world to use "automated driving" as an additional element in the testing process. It will be used on dedicated proving grounds in tests that would be virtually impossible to reproduce manually, like merging at different speeds and distances; high-risk tests where, for example, a vehicle brakes heavily in front of another that swerves at the last minute; and safety-critical tests whereby, at an intersection, one vehicle crosses just in front of or behind the path of a second vehicle.

With "automated driving", Mercedes-Benz has developed a new, unique testing method for safety systems. It is yet further proof of the innovative power of Mercedes-Benz. The new test method guarantees the fast and efficient development of assistance systems to the highest levels of quality and reliability and also offers maximum safety at work for employees.

Bharat Balasubramanian sums up: "In order to be able to set trends in the field of safety in future, too, our test procedures must be able to keep pace with the wealth of ideas generated by our engineers. With automated driving, we feel we are well equipped for the development of the next generation of assistance systems."

Lotus Engineering demonstrates the lightweight future of the passenger car

Lotus Engineering conducted two studies to look at the possibility of developing passenger vehicles from 2017. The specialised lightweight sports car maker says its long-time philosophy of weight reduction will benefit potential customers in the areas of fuel consumption and C02 emissions.

company engineers discovered that by improving the aerodynamics by 80 counts, the car netted a six mile per gallon improvement in its highway fuel economy rating (note: a "count" is a thousandth of a point of a Cd number, so reducing a Cd of 0.150 by 50 counts would give you a Cd of 0.100). On the flipside, taking out 400 pounds of stuff only improved the car's highway mpg by one mile a gallon, though that's largely because of the Newtonian "an object in motion tends to stay in motion unless acted upon by an outside force" hubbub.

The interior systems include 50% lighter seats, climate control hardware, navigation electronics and others. There is a high level of component integration for space maximisation and weight minimisation. An example is the audio/ air conditioning/navigation touch screen which also contains the shifter and parking brake functions. Chassis and suspension components are to be downsized, the glazing and width of the windscreen possibly reduced and replaced with an appropriate, lower weight substitute.





Press Release

• Study by Lotus Engineering concludes that a vehicle mass improvement
  of 38% versus a conventional mainstream vehicle can be achieved at only
  3% cost.

• Efficient design and lightweight materials significantly reduce CO2
  emissions.

Lotus Engineering has conducted a study to develop a commercially viable
mass reduction strategy for mainstream passenger vehicles. This study,
released by the International Council on Clean Transportation, focused on
the use of lightweight materials and efficient design and demonstrated
substantial mass savings. When compared with a benchmark Toyota Venza
crossover utility vehicle, a 38% reduction in vehicle mass, excluding
powertrain, can be achieved for only a 3% increase in component costs using
engineering techniques and technologies viable for mainstream production
programmes by 2020. The 2020 vehicle architecture utilises a mix of stronger
and lighter weight materials, a high degree of component integration and
advanced joining and assembly methodologies.

Based on U.S. Department of Energy estimates, a total vehicle mass
reduction of 33% including powertrain, as demonstrated on the 2020 passenger
car model, results in a 23% reduction in fuel consumption. This study
highlights how automotive manufacturers can adopt the Lotus philosophy of
performance through light weight.

Dr Robert Hentschel, Director of Lotus Engineering said: "Lighter
vehicles are cleaner and more efficient. That philosophy has always been
core to Lotus' approach to vehicle engineering and is now more relevant than
ever. Lightweight Architectures and Efficient Performance are just two of
our core competencies and we are delighted to have completed this study with
input from the National Highway Traffic Safety Administration and the U.S.
Environmental Protection Agency to provide direction for future CO2
reductions. We believe that this approach will be commonplace in the
industry for the future design of vehicles."

The study investigated scenarios for two distinct vehicle architectures
appropriate for production in 2017 and 2020. The near-term scenario is based
on applying industry leading mass reducing technologies, improved materials
and component integration and would be assembled using existing facilities.
The mass reduction for this nearer term vehicle, excluding powertrain, is
21% with an estimated cost saving of 2%.

A benchmark Toyota Venza was disassembled, analysed and weighed to
develop a bill of materials and understand component masses. In developing
the two low mass concepts, Lotus Engineering employed a total vehicle mass
reduction strategy utilising efficient design, component integration,
materials selection, manufacturing and assembly. All key interior and
exterior dimensions and volumes were retained for both models and the
vehicles were packaged to accommodate key safety and structural dimensional
and quality targets. The new vehicles retain the vision, sight line, comfort
and occupant package of the benchmarked Toyota Venza.

Darren Somerset, Chief Executive Officer of Lotus Engineering
Incorporated, Lotus' North American engineering division which led the
study, said "A highly efficient total vehicle system level architecture was
achieved by developing well integrated sub-systems and components,
innovative use of materials and process and the application of advanced
analytical techniques. Lotus Engineering is at the forefront of the
automotive industry's drive for the reduction in CO2 and other greenhouse
gas emissions and this study showcases Lotus Engineering's expertise and
outlines a clear roadmap to cost effective mass efficient vehicle
technologies."

Mass and Cost Summary

Base Toyota Venza excluding powertrain		Lotus Engineering Design
System	Weight (kg)	2020 Venza		2017 Venza
		% Mass Reduction	% Cost Factor	% Mass Reduction	% Cost Factor
Body	383	42%	135%	15%	98%
Closures/Fenders	143	41%	76%	25%	102%
Bumpers	18.0	11%	103%	11%	103%
Thermal	9.25	0%	100%	0%	100%
Electrical	23.6	36%	96%	29%	95%
Interior	252	39%	96%	27%	97%
Lighting	9.90	0%	100%	0%	100%
Suspension/Chassis	379	43%	95%	26%	100%
Glazing	43.7	0%	100%	0%	100%
Misc.	30.1	24%	99%	24%	99%
Totals	1290	38%	103%	21%	98%

The full report, entitled ‘An Assessment of Mass Reduction Opportunities for
a 2017 - 2020 Model Year Vehicle Program' can be found at the following
link:

http://www.theicct.org/documents/0000/1430/Mass_reduction_final_2010.pdf

ENDS

The 2020 Passenger Car Technical Detail

Body

The body includes the floor and underbody, dash panel assembly, front
structure, body sides and roof assembly. The baseline Toyota Venza
body-in-white contained over 400 parts and the revised 2020 model reduced
that part count to 211. The body-in-white materials used in the baseline
Venza were 100% steel, while the 2020 model used 37% aluminium, 30%
magnesium, 21% composites and 7% high strength steel. This reduces the
structure mass by 42% from 382 kg to 221 kg.

The low mass 2020 body-in-white would be constructed using a low energy
joining process proven on high speed trains; this process is already used on
some low volume automotive applications. This low energy, low heat friction
stir welding process would be used in combination with adhesive bonding, a
technique already proven on Lotus production sports cars. In this instance,
the robotically controlled welding and adhesive bonding process would be
combined with programmable robotic fixturing, a versatile process which can
be used to construct small and large vehicles using the same equipment.

Closures/Fenders

The closures include all hinged exterior elements, for example, the front
and rear doors and the rear liftgate. One alternative approach included
fixing the primary boot section to improve the structure, reduce masses and
limit exposure to high voltage systems. A lightweight access door was
provided for checking and replacing fluids.

The closures on the baseline Toyota Venza were made up of 100% steel. The
low mass Venza closures/fenders would be made up of 33% magnesium, 21%
plastic, 18% steel, 6% aluminium with the other 22% consisting of multiple
materials. The mass savings are 41%, a reduction from 143 kg to 84 kg.

Interior

The interior systems consist of the instrument panel, seats, soft and
hard trim, carpeting, climate control hardware, audio, navigation and
communication electronics, vehicle control elements and restraint systems.
There is a high level of component integration and electronic interfaces
replace mechanical controls on the low mass model. For the 2020 model the
instrument panel is eliminated replaced by driver and passenger side modules
containing all key functional and safety hardware. A low mass trim panel
made from a high quality aerated plastic closes out the two modules. The air
conditioning module is incorporated into the console eliminating the need
for close out trim panels; heated and cooled cupholders are integrated into
the HVA/C module. The audio/HVA/C/Navigation touch screen contains the
shifter and parking brake functions and interfaces with small electric
solenoids. This eliminates conventional steel parking brake and shifter
controls and cables as well as freeing up interior space.

The front seats mount to the structural sill and tunnel structure
eliminating conventional seat mounting brackets (10 kg) and the need to
locally reinforce the floorpan. The composite front seat structure utilises
proven foam technology; the seat mass is reduced by up to 50%. The rear seat
support structure is moulded into the composite floorpan eliminating the
need for a separate steel support structure. The front and rear seats use a
knit to shape fabric that eliminates material scrap and offers customers the
opportunity to order their favourite patterns for their new vehicle. Four
removable carpet modules replace the traditional full floor carpeting; this
reduces mass and allows cost effective upgrading of the carpet quality. The
floorpan is grained in all visible areas. The 2017 production interior mass
was reduced from 250 kg to 182 kg with projected cost savings of 3%. The
2020 production interior mass was 153 kg with projected cost savings of 4%.

Chassis/Suspension

The chassis and suspension system was composed of suspension support
cradles, control links, springs, shock absorbers, bushings, stabilizer bars
and links, steering knuckles, brakes, steering gearbox, bearings, hydraulic
systems, wheels, tires, jack and steering column.

The chassis and suspension components were downsized based on the revised
vehicle curb weight, maintaining the baseline carrying capacity and
incorporating the mass of the hybrid drive system.

The total vehicle curb weight reduction for the 2020 vehicle was 38%,
excluding the powertrain. Based on the gross vehicle weight, which includes
retaining the baseline cargo capacity of 549 kg and utilising a hybrid
powertrain, the chassis and the suspension components were reduced in mass
by 43%, with projected cost savings of 5%.

Front and Rear Bumpers

The materials used on the front and rear bumpers were very similar to the
existing model to maintain the current level of performance. One change was
to replace the front steel beam with an aluminium beam which reduced mass by
11%. The use of a magnesium beam was analysed but at the current time
exceeded the allowable price factor.

Heating, Ventilation and Air Conditioning

The air conditioning system was integrated into a passenger compartment
system and an engine compartment system. This section addressed the under
hood components which included the compressor, condenser and related
plumbing. The under hood components were investigated for technologies and
mass.

The study showed a relatively small mass difference for the underhood air
conditioning components based on both vehicle mass and interior volume.
Because of the highly evolved nature of these components, the requirements
for equivalent air conditioning performance and the lack of a clear
consensus for a future automotive refrigerant, the mass and cost of the
Toyota Venza compressor, condenser and associated plumbing were left
unchanged for both the 2017 and 2020 models.

Glazing

The glazing of the baseline vehicle was classified into two groups: fixed
and moving. The fixed glass is bonded into position using industry standard
adhesives and was classified into two sub groups: wiped and non wiped.

Factors involved in making decisions about glazing materials include the
level of abrasion it is likely to see during the vehicle life, the
legislative requirements for light transmissibility, the legislative
requirements for passenger retention and the contribution it will make to
interior noise abatement.

The specific gravity of glass is 2.6 and the thickness of a windshield is
usually between 4.5 mm and 5 mm, therefore the mass per square metre of 5 mm
glass is approximately 13 kgs. The high mass of glass provides a strong
incentive to reduce the glazed area of the body, reduce the thickness of the
glass and find a suitable substitute that is lighter. Fixed glass on the
side of the vehicle offers the best opportunity for mass reduction.

The mass of the baseline glazing was retained for both the 2017 and 2020
models; this was a conservative approach. It is possible that coated
polycarbonate materials may become mainstream in the 2017 - 2020 timeframe
for fixed applications.

Electrical/Lighting

The estimated mass savings for using thinwall cladding and copper clad
aluminium wiring, as used on the 2017 model was 36% versus the baseline
model. The lighting technologies section reviewed included diodes, xenon and
halogen. The study also reviewed a variety of wireless technologies under
development for non-transportation applications that could be used in this
time period pending successful development for mobile applications.

VW invites users to help create the Infotainment systems of the future

Open Innovation Contest, "App My Ride", begins on 3rd May

Wolfsburg, 26 April 2010 - Volkswagen is inviting designers, programmers, developers and interested users to help develop applications for the Infotainment systems of the future as part of the Open Innovation Contest, "App My Ride". With this contest, Volkswagen has become the first car manufacturer to use the idea of open innovation for the further development of its products.

In the so-called "App My Ride" competition, users can jointly develop new Infotainment applications with Volkswagen. A jury of experts will select the winner whose creativity will be rewarded with special prizes. "Our aim is to invite the international developer community to take part in designing a future system," says Prof. Dr Jürgen Leohold, Head of the Volkswagen Group Research. So-called apps, also known as application programmes for certain devices which are available through an online shop, have helped to contribute to the smartphone boom. Applications designed by users (User Generated Content) are of central importance to the boom and are made available online by other users. Companies like Apple and Google successfully aid this nearly inexhaustible source of innovation.

"A quiet revolution is taking place right now," explains Dr Johann Füller, CEO of the innovation agency partner to Volkswagen through the "App My Ride" competition, Hyve AG. "The customer-orientated culture of the internet places an enormous power in the hands of the users. Leading organisations are starting to harness this power to develop better solutions and increase their competitiveness." Exactly what the "App My Ride" contest is targeting.

Currently a prototype for Volkswagen's Infotainment system is being developed in which Flash applications designed by different creators can be accumulated. In order to research the potential of apps for the vehicle Infotainment system, Volkswagen is trying to produce the most varied collection of applications possible.

An "innovation community" open to all internet users will be created as of 3rd May 2010 for the competition under the following URL: app-my-ride.volkswagen.com. Here, participants in the competition can log in and either load programmed apps or send in their creative ideas for future ones. "The participants are supposed to imagine what the purpose of their ideal Infotainment system is and how it would work and now they have the opportunity to make it a reality. At the same time, you can analyse the existing apps on our platform and discuss their design, uses and purposes," explains Dr Peter Oel, Head of "Control Designs and Drivers" of Volkswagen Group Research.

To develop an app, the participants must have the following:

- An idea for an app to be installed in a vehicle

- Graphic design of the user interface

- Programming in Adobe Flash / Flex

The purpose, design and logical construction of the app should be geared towards the possible requirements of drivers and other occupants.

The participant's creativity will be rewarded at the end of the competition. The most innovative application will be chosen by the "App My Ride" community and a jury consisting of Volkswagen managers and external experts. Besides cash and non-cash prizes worth up to €14,000, a special prize for students will also be awarded. This involves a placement within Volkswagen Group Research in Tokyo, Shanghai, California or Wolfsburg. Moreover, the winner of the competition can also expect an exclusive trip to take part in an international vehicle presentation which covers the costs of the flight and hotel.

Ford MyTouch Adds Eco-Route Feature to Save Fuel [Video]

Ford unwrapped its new MyFord Touch infotainment system at the 2010 Detroit Auto Show in January, The fuel-efficiency of an engine is one way to save gas, but how that engine is used greatly effects fuel economy too.

The MyFord system also offers up a bar chart next to the fuel display that shows real-time fuel economy performance along with mpg averages for the past 5, 10, and 30 minutes. Impressive stuff, but Ford has some competition. Garmin's similarly titled ecoRoute software offers many of the same options--it maps the most fuel efficient routes, tracks fuel usage over time, and features a report that keeps track of mileage and fuel use on a per-trip basis.

The new system also provides sophisticated data feedback on the car's fuel consumption that can "coach" drivers to maximize efficiency by pointing them towards the most economical driving techniques.

MyFord Touch will launch on the 2011 Ford Edge this summer, and then in 2012 on the Ford Focus. MyLincoln Touch will be standard on new Lincoln vehicles, starting with the 2011 Lincoln MKX.





Press Release

NEW MYFORD TOUCH ‘COACHES' DRIVERS TO IMPROVE FUEL EFFICIENCY;
NAVIGATION ADDS ECO-ROUTE FEATURE

• New MyFord Touch^TM driver connect technology provides an
  array of real-time feedback on fuel efficiency performance that helps
  coach drivers to optimize their miles per gallon

• MyFord Touch map-based navigation offers an Eco-Route option, which
  instantly calculates the most fuel-efficient route for the driver. Ford
  testing shows Eco-Route can help achieve fuel economy gains of up to 15
  percent

• MyFord Touch launches this summer on the 2011 Ford Edge and will be
  available globally on the 2012 Ford Focus. MyLincoln Touch will be
  standard equipment on new Lincoln vehicles beginning with the 2011
  Lincoln MKX

DEARBORN, Mich., April 15, 2010 - When it comes to achieving the best
possible fuel mileage the way you drive can be nearly as important as the
vehicle you drive.

Ford's advanced new in-vehicle system - MyFord Touch^TM -
offers an array of real-time information on fuel economy performance that
can coach drivers to get more miles to the gallon and save on fuel costs. In
addition, MyFord Touch's map-based navigation system offers an

Eco-Route option that quickly calculates the most fuel efficient route a
driver can take to get from A to B.

MyFord Touch is the latest innovation from Ford to help drivers optimize
fuel economy. It builds on the fuel efficiency "coaching" concept Ford
pioneered on its SmartGauge^TM with EcoGuide cluster for the 2010
Ford Fusion Hybrid and Mercury Milan Hybrid as well as the all-new 2011
Lincoln MKZ Hybrid. The system provides real-time fuel economy data and
promotes fuel-efficient driving by showing a graphic of growing leaves and
flowers.

"We have learned that when we provide drivers the information and tools
in an interactive and entertaining way, they want to drive more fuel
efficiently," said Jim Buczkowski, director of Global Electrical and
Electronics Systems Engineering. "MyFord Touch provides an unprecedented
level of information and interaction so drivers can make the choice to be
more fuel efficient."

The green road home

When a driver provides a destination to the navigation system, MyFord Touch
accesses historical and real-time traffic data as well as posted speed
information to calculate three navigation options: Fastest, Shortest and
Eco-Route.

Eco-Route is not necessarily the fastest or shortest route but is the
most fuel efficient. Typically, it charts a course that avoids congested
freeways while maximizing the use of major roads where the driver can
maintain an efficient rate of speed. When Ford of Europe engineers tested
the feature, they achieved up to a 15 percent improvement in fuel economy
using the Eco-Route.

"When drivers use Eco-Route - particularly in combination with MyFord
Touch's fuel-economy feedback and fuel-efficient driving techniques - they
can achieve a noticeable increase in fuel efficiency," said Jennifer Brace-Mezigian,
Ford user interface design engineer.

In addition to its Eco-Route feature, MyFord Touch enables drivers to
monitor and track their vehicle's real-time fuel economy performance and
mile-per-gallon averages for the past five, 10 and 30 minutes in the form of
a bar chart next to the fuel gauge on the display. Drivers can customize the
amount of information provided to meet their needs and hone their
eco-driving skills over time.

"MyFord Touch not only gives drivers information they can use to improve
their driving habits, but also expands on that capability by engaging the
navigation system to give drivers a variety of options," Brace-Mezigian
said. "The benefits will be greater because MyFord Touch and MyLincoln Touch
will be widely available in the future."

Eco-driving tips

The U.S. Energy Information Administration reports that the U.S. uses about
150 billion gallons of gasoline annually. If every driver practiced
eco-driving techniques, which can result in an EPA-estimated 15 percent
benefit in fuel economy, more than 22 billion gallons of gas would be saved.

Eco-driving techniques tested by Ford showed that motorists coached in
eco-driving can significantly improve the fuel economy performance of their
vehicles. Here are simple tips that any driver can use:

1. Slow down and watch speed - Drive 55 mph instead of 65 to save fuel.
   EPA estimates a 10 to 15 percent improvement in fuel economy by
   following this tip. Also, aim for a constant speed. Pumping the
   accelerator sends more fuel into the engine. Using cruise control
   whenever possible on the highway helps maintain speed and conserve fuel.


2. Accelerate and brake smoothly - Accelerating smoothly from a stop
   and braking softly conserves fuel. Fast starts, weaving in and out of
   traffic and hard braking wastes fuel and wears out some of the vehicle
   components, such as brakes and tires, more quickly. Maintain a safe
   distance between vehicles and anticipate traffic conditions to allow for
   more time to brake and accelerate gradually.


3. No idling - Today's engines don't need a warm-up. Start the car
   immediately and gently drive away. Don't leave your car idling.
   Prolonged idling increases emissions and wastes fuel. Turn the engine
   off in non-traffic situations, such as at bank and fast food drive-up
   windows, when idling more than 30 seconds.


4. Check your tires - Keep tires properly inflated to the recommended
   tire pressure. This alone can reduce the average amount of fuel use by 3
   to 4 percent. Under-inflated tires increase rolling resistance and
   reduce fuel economy. They also wear more rapidly. Check the vehicle's
   door-post sticker for minimum cold tire inflation pressure.


5. Be kind to your vehicle - Maintain proper engine tune-up to keep
   vehicles running efficiently. Keep the wheels aligned. Wheels that are
   fighting each other wastes fuel. Replace air filters as recommended. Use
   a fuel with good detergent additives to keep the vehicle engine clean
   and performing efficiently. Always consult the owner's manual for proper
   maintenance.


6. Travel light - Avoid piling a lot of luggage on the roof rack. The
   added frontal area reduces aerodynamics and will hurt fuel economy,
   reducing it by as much as 5 percent. Remove excess weight from the
   vehicle. Unnecessary weight, such as unneeded items in the trunk, makes
   the engine work harder and consumes more fuel.


7. Minimize use of heater and air conditioning - Use heating and air
   conditioning selectively to reduce the load on the engine. Decreasing
   your usage of the air conditioner when temperatures are above 80 degrees
   can help you save 10 to 15 percent of fuel. Use the vent setting as much
   as possible. Park in the shade to keep the vehicle cool and reduce the
   need for air conditioning.


8. Close windows at high speeds - Don't drive with the windows open
   unless you keep your speed under 50 mph. Driving with the windows open
   at highway speeds increases aerodynamic drag on the vehicle and lowers
   fuel economy.


9. Choose the right oil - Use good-quality oils with the viscosity
   grade recommended in the owner's guide. Ford recommends SAE 5W-20 oil
   for most cars and trucks to provide the best fuel economy. Only oils
   "certified for gasoline engines" by the American Petroleum Institute
   with the starburst symbol should be used.


10. Consolidate trips - Plan ahead to consolidate your trips. This will
    enable you to bypass congested routes and lead to less idling.

For additional information on how to save on gas, visit the Driving
Skills for Life Web site and click on the "eco-driving" module. Ford's
eco-driving initiative builds on the Alliance of Automobile Manufacturers'
comprehensive nationwide effort to promote eco-driving at
www.EcoDrivingUSA.com.