MICHELIN® Premier® A/S with EverGrip™

http://michelinmedia.com/news/media-backgrounder-michelin-premier-as-tire-evergrip/

Published on January 14, 2014

MEDIA BACKGROUNDER – MICHELIN® Premier® A/S Tire with EverGrip™

 

MICHELIN® Premier® A/S Tire with EverGrip™

Background Briefing: Safe When New, Safe When Worn

INFORMATION EMBARGOED UNTIL 8 a.m., TUESDAY, JANUARY 14, 2014

The Role of Tires in Automotive Safety

Automobile safety has improved dramatically over the past few decades, with major advancements including side airbags, collision avoidance systems and electronic stability control making driving safer for the masses. Many people associate these advances with the car itself; however, one of the most important safety devices may be right beneath you as you drive down the road.

Few parts are as critical to maintaining control as the tires connecting your car to the road. Brakes can stop your wheels, but only tires can stop your car.

The role of tires becomes even more crucial in wet conditions. As tires wear, they lose their gripping ability in wet conditions, increasing the stopping distance and likelihood to hydroplane. In fact, when roads are wet, you are more than two times as likely to have an accident as when they are dry1.

Creating a better tire is part chemistry and part design. Most people look at a tire and see a round, simple piece of rubber. The tire, though, is a complex combination of chemicals molded together and then wrapped in an intricate tread designed to propel your vehicle forward or bring it to a halt.

What consumers may not realize is that at any given point your tires are touching the road with a rubber contact patch about the size of your hand. With so much riding on such a small surface area, Michelin goes to great lengths to ensure the tire and its contact patch deliver maximum performance to the driver.

Our tire engineers are constantly testing new combinations of materials and tread designs to see what produces the best possible tire providing the driver with the best grip in all driving conditions.

It\’s safe to say that Michelin is obsessed with tires and tire safety. After more than a century of making tires, we continue to look for new ways to improve the tire. Michelin invented the radial tire, giving the automotive world a tire that\’s both flexible and strong. Now, Michelin is taking safety to a new level with a tire that evolves as it wears, keeping a firm grip on the road miles after it\’s bought.

Introducing the MICHELIN® Premier® A/S with EverGrip™

The standard automobile tire has improved greatly over time. However, one major issue has persisted. Tiremakers have been able to create tires with more traction when they are new, but what about when they are worn? On average, a family drives 19,850 miles a year2, making 2.08 stops per mile3. That\’s 41,288 stops a year! And with each mile and each stop, traction deteriorates on wet roads.

After countless hours of research in our labs and on our test tracks, Michelin engineers developed a revolutionary approach to meeting this challenge – theMICHELIN® Premier® A/S tire with EverGrip™.

The result is a tire that stands the test of time. EverGrip is a safety technology that combines a high-traction compound with an innovative tread groove design that evolves over time for enduring safety.

Even as miles are logged and the tread becomes worn, the MICHELIN Premier A/S with EverGrip continues to provide traction and stopping power, helping keep you in control and making your car safe to drive.

High-traction Compound Built for Grip

A proprietary chemical compound is at the heart of The MICHELIN Premier A/S\’ stopping power. The rubber in tires may look the same to the naked eye, but at a microscopic level, the differences are vast and significant. The MICHELIN Premier A/S with EverGrip uses special chemicals combined through a proprietary formulation to create exceptional traction both when new and worn.

We take great care in the mixing process to make sure everything is evenly distributed. This creates a stronger, more consistent tire through every layer of the tire. Even as the tire wears, the material touching the road maintains its performance.

EverGrip also is created with the best ingredients possible – silica and sunflower oil. We use extreme amounts of silica to provide the bonding strength needed to keep the treads on the road, delivering high traction even in wet conditions. The MICHELIN Premier A/S is infused with sunflower oil, giving the tire greater flexibility at low temperatures to improve cold-weather grip. The exacting combination of ingredients makes The MICHELIN Premier A/S with EverGrip a tire that can deliver traction and control in a range of weather and road conditions.

Designed for Wear: Expanding and Emerging Grooves

The MICHELIN Premier A/S with EverGrip also has a revolutionary tread design that evolves to help maintain traction. Most tires simply wear down with time, losing layer after layer of its all- important treads and grooves. The loss of these layers is significant because the grooves of a tire are a defining factor in determining all-season traction.

The grooves funnel water out and away to keep the tire firmly planted on the road. As these grooves become more shallow, most tires lose their ability to funnel water away at a fast pace becomes diminished. This puts more water between your tires and the road, decreasing stopping power and increasing the chance of hydroplaning.

The MICHELIN Premier with EverGrip has a revolutionary design to address this problem. It has rain grooves that widen as they wear down. It also has a special set of grooves hidden beneath the surface that emerge as the outer layers wear. The result is a tire that can continue to channel water away at an incredible rate even as the grooves become more shallow.

MICHELIN® Premier® A/S Tire with EverGrip™

Background Briefing: Safe When New, Safe When Worn

Confidence on the Road

So what\’s this special compound and revolutionary tread mean for you? It means you\’ll have more traction and stopping power when new and when worn. The MICHELIN Premier A/S provides three major consumer benefits.

  • Shorter Stopping: Stops shorter on wet roads – even worn – than a leading competitor\’s brand-new tires.
  • Reduced Hydroplaning: Grooves widen and open up as it wears to maintain traction.
  • Increased Grip: Extreme amounts of silica give incredible wet grip for everyday handling.

The MICHELIN Premier A/S with EverGrip is more than just another tire; it\’s a new safety technology. Even when worn, the MICHELIN Premier A/S tire still stops shorter on wet roads than a leading competitor\’s brand new tires4. When a few feet is all that stands between an accident and a near miss, the MICHELIN Premier A/S helps keep the driver in control and the car firmly planted on the road.

 

Hyundai tops Toyota in lowest-cost car-repair rankings

Hyundai tops Toyota in lowest-cost car-repair rankings

Joseph SzczesnyThe Detroit Bureau

A 2013 Toyota Prius plug-in Hybrid car is seen plugged into a Leviton charging station at the Toyota display during a media preview at the 2013 New Yo...

MIKE SEGAR / Reuters, file
A 2013 Toyota Prius plug-in Hybrid at the 2013 New York International Auto Show. The model’s higher average repair costs contributed to Toyota being toppled by Hyundai at the top of the lowest cost car repair rankings.

One maker has traditionally ranked at the top of the quality, reliability and dependability charts, the other has spent years struggling to reverse its early image of building low-quality econoboxes.

So, it may come as a shock to see Hyundai toppling Toyota from the top rank in the latest Vehicle Health Index, a survey of repair costs plotted by website CarMD. But after spending two consecutive years in second place, behind the Japanese giant, Hyundai has landed in the top spot – which means the annual cost of maintaining and repairing a Hyundai is now the lowest of any brand.

General Motors, which has been rapidly gaining ground in other recent quality and reliability studies, landed in third place in the Vehicle Health Index followed by what might come as another surprise, Chrysler — ahead of Honda, another Japanese maker traditionally linked to high quality.

Now in its third year, “the Vehicle Health Index Manufacturer & Vehicle Ranking provides car shoppers with insight on what to expect in terms of frequency, type and cost of repairs for the majority of new and used vehicles on the road today,” explains Doug Sobieski, CarMD’s chief marketing officer.

Both GM and Chrysler posted dramatic improvements in this year’s survey. GM jumping from the eighth spot to third, while Chrysler leaped from the 10th spot in the previous surveys to fourth. Ford also moved up to sixth just behind Honda. The second-largest of the domestic makers was the ninth-ranked maker last year.

(Forget Those Old Econoboxes; Hyundai Wants to Sell You Luxury Cars)

Hyundai’s improved ranking was fueled by its low frequency of repairs. While the survey found that products from both Hyundai and Toyota vehicles actually had more trips to the repair shop and higher year-over-year average repair bills than during the previous survey, Hyundai owners felt less of an impact.

Hyundai and Toyota weren’t alone. Half of the top 10 manufacturers – also including Nissan, Kia and Volkswagen — experienced a drop in reliability ratings, with more frequent visits to the repair shop and increased average repair costs. The other five — GM, Chrysler, Honda, Ford and Mitsubishi — saw improved ratings with GM experiencing the largest boost – moving from No. 8 to No. 3 in terms of fewer repairs and lower costs. Coming in at No. 10, Mitsubishi made the top ten for the first time this year.

GM had the lowest average repair cost among the top 10-ranked manufacturers ($304.99). Toyota had the highest overall repair cost ($540.53).

Among vehicles with the highest average repair costs were the various Toyota Prius hybrids, which contributed to Toyota’s overall increase in repair costs. Bright spots for Toyota were the 2012 Toyota Camry and 2010 Toyota 4 Runner, each with average repair costs under $100.

In fact, for the third consecutive year, the top-ranked vehicle – meaning the lowest repair costs — is a Toyota, with the 2012 Camry ranked as the most reliable vehicle for 2013.

(Small Cars, Big Price? Compact Crossovers Defy Conventional Wisdom)

Previously, Toyota also ranked first with the 2009 Corolla and 2010 Corolla earning top spots in the past two CarMD rankings.

Four sedans, four compacts and two SUVs make up 2013’s top 10 list, with Nissan leading the pack with five vehicles, including the 2012 Altima at No.2, the 2011 Rogue at No. 5, the 2012 Rogue at No. 6, 2012 Sentra at No. 7 and 2011 Sentra at No. 9.

Toyota has three cars in the top 10, including the 2012 Camry at the top of the list, 2011 Corolla at No. 3 and 2011 Camry at No. 4.

Hyundai has one vehicle on the list – the 2010 Elantra at No. 8. Rounding out the list is the 2012 Mazda 3 at No. 10. It was the first time Mazda has had a vehicle in the top 10.

The Index also ranks the top three vehicles by category: Compact, Minivan, Sedan, Full-Sized SUV, Wagon/Crossover, Truck and Luxury. The 2012 GMC Sierra, ranked No. 1 in the truck category, unseating Ford from its sweep of the category last year. In the Luxury category, Buick and Lincoln toppled Lexus and Infiniti with the 2011 Buick Lacrosse, and 2010 and 2007 Lincoln MKZ vehicles.

 

Copyright © 2009-2013, The Detroit Bureau

Car borrowers find pics, guns and booze, survey says

People who borrow cars likely to snoop; here’s what they find

September 30, 2013 (Foster City, CA) – More than half of drivers who borrow cars do some snooping, and they run across guns, liquor and the occasional uncomfortable snapshot with surprising frequency, according to a survey commissioned by CarInsurance.com.

In a survey of 1,500 licensed drivers, of those who had borrowed a car in the last two years, 63 percent had opened the loaned car’s glove box, console or trunk. Half of those snoopers found something more interesting than breath mints and old roadmaps:

  • A cell phone, 27 percent
  • Surprising photographs, 26 percent
  • Liquor, 23 percent
  • Expired registration, 23 percent
  • Expired insurance, 19 percent
  • Medicine, 18 percent
  • Illegal substances, 17 percent
  • Gun, 15 percent

“If you’re lending out your car, seriously consider taking out private items,” said CarInsurance consumer analyst Penny Gusner.  “This is particularly true if it’s a man who will be driving off in your car.”

Men opened the trunk, glove box or console 76 percent of the time. Just 44 percent of women did, the survey found.

Seventy-two percent of the snoopers said they mentioned their discoveries to the owner of the car.  “Imagine that conversation,” said Gusner. “Here are your keys back, and here’s a photo I found.”

Why are people snooping?

  • 41 percent looked around the vehicle as they were storing something of their own
  • 22 percent said they were rifling around for music
  • 20 percent said they were just curious
  • 17 percent were searching for the vehicle’s insurance card

While borrowers were more likely to ask relatives for their keys, they were much more likely to snoop through the cars of their co-workers and love interests:

  • Relatives: 52 percent of vehicle loans; snooped through 56 percent of the time
  • Friends, 26 percent of vehicle loans, snooped through 67 percent of the time
  • Dating, 9 percent of vehicle loans, snooped through 77 percent of the time
  • Co-workers, 8 percent of vehicle loans, snooped through 79 percent of the time
  • Neighbors, 5 percent of vehicle loans, snooped through 72 percent of the time

Of those who have loaned their car to others, only half said they removed items beforehand for privacy reasons.

See the full article at http://www.carinsurance.com/Articles/borrowed-cars-snoopers.aspx.

Methodology

CarInsurance.com commissioned a survey of 1,500 licensed drivers. The survey was fielded in July 2013.

How Much Is Enough?

Is your car costing too much to repair?

One of the things I’m asked quite often is “Is the car worth putting money into?” As a mechanic, it’s very difficult for me to answer, mainly because it’s not my car. It’s your car and that’s something you, as the owner, have to decide. Mechanics make their living by fixing your car, it really doesn’t matter too much whether the car is worth fixing or not. Sometimes the answer is obvious, the high dollar amount of a repair may answer it for you. Sometimes the answer is not so obvious.

If you blow an engine or transmission on a five-year-old car, then, most likely, you will decide to repair or replace it. After all, the car is young and still has a lot of life in it. But to make a major repair like that on a car that’s 10 or 15 years old is a little harder. There are a lot of things to consider before shelling out big bucks for a major repair. In this case you might want to get a mechanical assessment of the car before you decide to commit to a repair.

If one of my regular customers come in and needs a major repair, I know the general condition of the car and can advise them of whether or not the car is worth a major repair. Notice I said, “advise”, I will not tell a customer the car is not worth it. It is their car and that decision is theirs. I can give them an unbiased assessment of the general condition of their car, but I can’t decide for them.

If you find yourself in a position where you have to decide whether or not to make a repair, have the general condition of the car checked. Most shops will charge a nominal fee for this, but it is well worth it before you commit yourself to a decision you may regret later. Knowledge is power and in this case money in or out of your pocket.

Some of the things you want to check are the basic mechanical systems. You want to make sure the brakes are in good shape. I don’t mean the brake pads or shoes; I mean the base system itself. You’ll have to replace these things on any car in any condition. I check the brake lines and hoses. If the lines look good without a lot of rust, the hoses are good and without cracks and no leaks anywhere, then you basically have a good system.

Another thing to look at is the steering and suspension. I check to make sure that the tie rod ends, ball joints, idler arm and bushings are tight and don’t show signs of excess wear. I look at the struts and shocks and see if they are leaking or if the mounts are in good shape. I also look at the tires very carefully. By looking at how they are wearing, they can reveal any hidden problems. If the car has rack and pinion steering, I look to see if the rack boots, the mounting brackets and bushings are good and that it is not leaking. I also look at the CV joints, if the car is front wheel drive, and make sure they are in good shape.

In the case of a transmission replacement, I check the condition of the engine. Basic to this is a compression test. If the engine has good compression and is even between all the cylinders, then it’s a good bet the engine still has a lot of miles left in it. If you have low compression or compression varies a great deal between cylinders, you’re looking at problems down the road. Potently expensive problems. I also listen to the engine. I use my stethoscope to listen to the bottom end to see if there are any noises that would indicate bad bearings or any sound that could indicate a problem in the future.

In the case of an engine problem, I would check the transmission. If the car doesn’t run, there’s not much you can do to check it. About the only thing you can do is look at the transmission fluid to see if it’s burnt or smells. You can also drop the pan and see if there are any big pieces that would indicate something is broken internally. You have to keep in mind that transmissions wear out, so the more miles on the car, the closer you are to repair or replacement regardless of what else is obvious.

Checking the Structure

The next thing to check is the basic structure of the car. All cars will have a certain amount of surface rust, this is normal. What I look for any heavy rust, especially in the areas where other things mount to it. Things like shock towers, control arm attachment points and other places take a lot of strain and any excessive rusting could indicate a failure in these areas. I use a special type of punch to test frame rails and undercarriage areas to see if any internal rusting is cause weak areas.

Once you have this information, you can better decide if the car is worth a repair. Now any one of these areas, except rusting, may not be enough to condemn the car, but if there are problems in multiple areas, you may decide to take the repair money and put it down on another car.

Now another problem is the car that has no major problems, but a lot of little problems. We refer to it as “nickel and dimeing you to death.” This is a car that needs a $80.00 repair one week, a $50.00 repair the next week, a $110.00 repair two weeks later and so on. This can do an effective job of keeping you broke. You may take the attitude of “Well, I fixed all of this, there’s nothing else that can go wrong.” but believe me, there will always be something else. This makes deciding whether a car is worth sinking money into harder because there is nothing major. If you have a car like this, you might want to get it checked out and see if it is indeed time to get rid of it and into something else.

Another factor is how much you like your car. I just started a poll on this and so far everyone responding does like his or her car. Now this is easy to answer if the car is new or in good shape, but it gets a little more difficult when it’s time to shell out some major repair money. The thing to decide is, do you like it enough to keep it going and spending the money that it’s going to take to keep it running and safe.

When I have to tell a customer that their old clunker needs an expensive repair, I often hear “The car’s not worth it, but I can’t afford another one.” This is a common problem, people can’t afford to keep putting money into a car nor can they afford to get into another one. I don’t have an answer for this problem. All I can do is try to help the customer as much as I can as far as price goes. I have, on a number of occasions, reduced my labor price to try and help if I can. In the case of one elderly lady who was (she’s passed on now) a regular customer, I didn’t even charge her labor. She used to knit me sweaters and give me little presents in appreciation and the smile on her face was all the payment I needed.

So, when is enough, enough? That’s up to you to decide. Get as much information on the shape your car is in and you can make a more informed decision. It’s your money and your car, decide wisely.

From Vincent Ciulla, former About.com Guide

 

Watching IIHS test semi trailers for safety is frightening

IIHS underride trailer crash test with 2010 Chevrolet Malibu - video screencap

link: video

“Underride.” That’s a word you’ll want to add to your glossary of horrifying fates. It describes the action of a car sliding under a semi trailer at speed, with results that sometimes aren’t pretty to look at – the kind this Corvette driver only managed to escape by ducking.

As part of its Inside the IIHS video series, the Insurance Institute for Highway Safety takes a look at what its discovered in its underride testing. It bought trailers from the eight largest trailer makers by volume in the US, loaded them with 19 tons of concrete, then crashed a 2010 Chevrolet Malibu into them at 35 miles an hour three different ways: full frontal, 50-percent offset and 30-percent offset.

Even though some of the trailer guards meant to stop a car from submarining were good for the purpose, others weren’t, but even the ones that didn’t perform their duty met federal regulations. The IIHS video doesn’t fault trailer makers, but does suggest – graphically – that the regulations could stand to be strengthened.

via:autoblog

Ford Focus is world’s most popular car

What is the most popular vehicle in the world?

Americans might say a Ford F Series pickup, since it’s the perpetual biggest seller in the U.S. Others, recognizing their international appeal, might say it’s a Toyota Camry or Honda Civic.

It’s not. The most popular model in the world for at least second year running is the Ford Focus. More than a million were sold last year, up from 879,914 in 2011, says Ford Motor, citing data from research service R.L. Polk.

Next, also for the second year, is one of the obvious candidates, the Corolla.

Only then comes Ford F Series, and it’s lucky to be there, considering it moved up several places on the list from 2012 to 2011.

The only vehilce on the list that would be completely unknown to most Americans is a Chinese family hauler, the Wuling Zhiguang sold in China, in fourth place. Overall, the list is dominated by small sedans.

Others in the Top 10 — the Camry, Ford Fiesta, Volkswagen Golf and Chevrolet Cruze, to name a few — underscore how global the auto industry has become.

The 2012 list top 10 with global registrations:

1 Ford Focus……. 1,020,410

2 Toyota Corolla.. 872,774

3 Ford F-Series,… 785,630

4 Wuling Zhiguang 768,870

5 Toyota Camry….. 729,793

6 Ford Fiesta……… 723,130

7 VW Golf …………..699,148

8 Chevrolet Cruze ….661,325

9 Honda Civic …….651,159

10 Honda CR-V…… 624,982

SHOW US YOUR FOCUS: Send your photos here

The figures validate Ford’s “One Ford” global strategy of designing, engineering, building, marketing and selling vehicles in all markets.

The strategy is embossed on wallet-size cards that executives carry. CEO Alan Mulally has repeated it like a mantra since he joined the company in 2006. Mulally found a composite of regional products and business practices, then spent years changing Ford so a compact car like Focus is built the same way at a plant anywhere in the world in order to save money from economies of scale.

“Focus and Fiesta (No. 6 on the list) represent the culmination of our One Ford global product strategy,” said Ford marketing chief Jim Farley.

A car known by a single name anywhere in the world reduces cost and can boost brand equity.

“As companies build more vehicles locally, around the world, they are using a global name. Even in countries like China they are not changing model names as much,” said Haig Stoddard, industry analyst with WardsAuto.

Michael Robinet, managing director of IHS Consulting, said a single name helps in emerging markets.

“With the impact of the Internet and name awareness, there are definitely economies of scale and the ability to build brand equity around the world,” Robinet said. “When you pick a name that is universally accepted, like Focus or Corolla or Fiesta or Beetle, it reduces marketing costs.” Ford may be ahead of some of its peers, but other carmakers are pursuing the strategy.

Chevrolet Cruze, for example, bears the same name everywhere but Australia where General Motors sells under the Holden brand, said GM spokesman Klaus-Peter Martin.

There is a compact Opel Astra sold in Europe and the Vauxhall Astra in the U.K., but it is a different vehicle, although close in size to the Cruze. Chevrolet also sells the Cruze in Europe, Martin said. Chrysler revived the Cherokee name for a new generation of what was the Jeep Liberty, because a version of the small SUV is sold as a Cherokee in other parts of the world.

Even Ford has naming discrepancies to address. The Ford Escape is sold as the Kuga in Europe; the Fusion is sold as the Mondeo. But executives are considering single names in the future and which names should prevail if they make the change.

Ford sales analyst Erich Merkle said the Focus is particularly strong in the U.S. and China. Ford sold almost 246,000 in the U.S. last year, up 40%.

China now accounts for one in four Focus sales. In China, consumers can buy a more affordable “classic” or previous-generation Focus or the more expensive current model.

Ford invested $490 million in Chongqing to produce the current Focus. Last year in China, Focus sales rose 51%, mostly in the second half of the year, Merkle said.

It ranked as the best-selling passenger car in China, Farley said.

“With additional manufacturing capacity added last year, we now have a tremendous opportunity to further strengthen our global small-car sales in 2013,” Farley said.

via:usatoday. Contributing: Alisa Priddle, Detroit Free Press

Driver’s ed notes from 1969 say things have really changed

Via: Autoblog

1969 Driver's Ed notes - pictograms

Things weren’t quite so simple for Paula Thiewes, when she took her driver’s education course in 1969. Even though I wasn’t leaning over her shoulder in the classroom at the time, I can tell that Paula learned a heck of a lot more than I did during driver’s ed, just from reading her notes.

Paula recently found her old class notes when sorting through a box of high school memorabilia. “Driving was a big deal” for Paula, who felt sentimental enough about her time learning to drive that she held on to her meticulously prepared papers from the class. She recently shared this time capsule of driving ephemera with her car-nut son Jake, who in turn scanned all 30 pages, and posted the gallery on Reddit where it is currently still in the process of blowing up.

 

check out all the notes and imgaes here

The most and least expensive states for car insurance in 2013

The most and least expensive states for car insurance in 2013

2013 state rankings of car insurance rates

Rank State Avg. annual premium*
1 Louisiana  $  2,699
2 Michigan  $  2,520
3 Georgia  $  2,155
4 Oklahoma  $  2,074
5 Washington, D.C.  $  2,006
6 Montana  $  1,914
7 California  $  1,819
8 West Virginia  $  1,816
9 Rhode Island  $  1,735
10 Kentucky  $  1,725
11 Connecticut  $  1,723
12 New Jersey  $  1,697
13 Alabama  $  1,667
14 Missouri  $  1,638
15 Massachusetts  $  1,625
16 Pennsylvania  $  1,604
17 Delaware  $  1,586
18 Hawaii  $  1,583
19 Texas  $  1,545
20 Arkansas  $  1,545
21 Maryland  $  1,528
National average  $  1,510
22 North Dakota  $  1,501
23 Wyoming  $  1,496
24 Alaska  $  1,455
25 Utah  $  1,438
26 Kansas  $  1,435
27 Minnesota  $  1,432
28 New Mexico  $  1,431
29 Tennessee  $  1,408
30 South Dakota  $  1,397
31 Oregon  $  1,387
32 Nebraska  $  1,384
33 New York  $  1,369
34 Florida  $  1,364
35 Mississippi  $  1,345
36 Nevada  $  1,341
37 Virginia  $  1,322
38 Illinois  $  1,322
39 South Carolina  $  1,288
40 Colorado  $  1,271
41 Wisconsin  $  1,228
42 Arizona  $  1,227
43 Washington  $  1,226
44 Indiana  $  1,183
45 Vermont  $  1,176
46 Idaho  $  1,133
47 New Hampshire  $  1,112
48 Ohio  $  1,106
49 North Carolina  $  1,085
50 Iowa  $  1,028
51 Maine  $     934
Source: Insure.com.
* Dollar figures shown are an average of insurance rates for more than 750 vehicles in the 2013 model year.

950-Horsepower LaFerrari Is the Supercar to Beat for the Next 10 Years

LeFerrari! Video

07-laferrari

Ferrari has just unveiled LaFerrari. It’s the supercar to beat for the next decade, and Porsche, Lamborghini and McLaren are officially on notice.

LaFerrari. It’s a name that evokes … nothing. But while it sounds like something you’d ask for at a tanning salon, let’s not concern ourselves with such trivialities. After all, this is Ferrari, and the Paisans in Maranello know how to build cars capable of blasting past ludicrous speed.

If you’re going to kvetch about the styling, just stop. They’ve honed the Enzo-successor’s shape down the nanometer in the wind tunnel, using decades of Formula One expertise to shape, mold and bend its composite body to the whims of advanced aerodynamics. It’s science at 205 mph, coated in carbon fiber and sprayed in a red that only the Prancing Horse can truly pull off.

To reach that top speed, Ferrari has developed a 6.3-liter V12 and mounted it amidships for a 41:59 front-to-rear weight distribution. Seven-hundred-eighty-nine horsepower (read that again, but slower) rockets out of the bent-12 at maximum revolutions – a mind-boggling 9,250 RPM redline – but Ferrari doesn’t stop there. Mounted on the back of the seven-speed automated-manual gearbox is an electric motor good for another 161 HP. That brings the total up to a nice, even 950 HP in total – not to mention 660 pound-feet of torque.

All told, the LaFerrari (yes, we know it’s redundant) tips the scales at a mere 2,800 pounds. That’s enough to get it from zero to 60 MPH in considerably less than three seconds and hit 124 MPH in under seven seconds. And for the real stats junkies out there, note that the LaFerrari laps the automaker’s Fiorano test track in under 1:20 – five seconds faster than the $1.2M Ferrari Enzo it replaces.

Ferrari’s hybrid system employs a pair of electric motors (one to power the wheels and another to power accessories), while a 132-pound lithium-ion battery pack is strapped to the back of the passenger compartment and sucks in spare energy when clamping down on the four sets of massive carbon ceramic brakes. And naturally, the entire carbon fiber chassis is handmade, both more rigid and lighter than anything Ferrari has ever created.

While Porsche has the upcoming 918 Spyder hybrid, McLaren has its new P1 and Lamborghini has …this thing, LaFerrari’s specs and stats will be hard to beat by the powerplayers of the hypercar world. And it’s going to be an interesting year, as all four are arriving in the next nine months.

Pricing isn’t being released, but something in the $1.2-1.5M range is expected. Not that it matters – all 499 examples have supposedly been spoken for.

Via: wired.com

LAFERRARI

(Ferrari, Autoblog, youtube)

004-ferrari-laferrari

 

 

https://www.youtube.com/watch?feature=player_embedded&v=iRsV6YpLsKA

The successor the Ferrari Enzo has officially bowed. Ferrari pulled the sheets back on the oddly named LaFerrari at the 2013 Geneva Motor Show, calling the machine the “maximum expression” of what defines the automaker.

In this case, that includes a 6.3-liter V12 engine with 789 horsepower married to a 160-hp electric motor. The combination is good for a full 949 hp and 663 pound-feet of torque, and Ferrari says the LaFerrari can punch to 62 miles per hour in under three seconds. Keep your foot planted and 124 mph will click by in a scant seven seconds, while top speed sits at a lofty 205 mph.

Engineers turned to a total of four different types of hand-laminatated carbon fiber to create a chassis that’s both stiffer and lighter than would have otherwise been possible. With a 41/59 weight distribution, carbon-ceramic brakes and ultra-light calipers, the LaFerrari is unlike anything we’ve seen from the company to date. The automaker says its creation is the fastest in its long history.

The LaFerrari unveiled at GenevaMaranello, 5th March 2013 – The wraps are finally off the LaFerrari. The Prancing Horse’s eagerly-anticipated limited-series special, of which just 499 will be built, made its world debut today at the Geneva International Motor Show.

“We chose to call this model LaFerrari,” declared Ferrari’s President, Luca di Montezemolo, “because it is the maximum expression of what defines our company – excellence. Excellence in terms of technological innovation, performance, visionary styling and the sheer thrill of driving. Aimed at our collectors, this is a truly extraordinary car which encompasses advanced solutions that, in the future, will find their way onto the rest of the range, and it represents the benchmark for the entire automotive industry. LaFerrari is the finest expression of our company’s unique, unparalleled engineering and design know-how, including that acquired in Formula 1.”

For Ferrari the development of a limited-series special like the LaFerrari represents an opportunity to experiment with all the technological solutions that will later filter down onto the production cars. Of particular significance in this context is the introduction of the hybrid system which, making full use of the Scuderia Ferrari’s F1 KERS know-how, has resulted in a solution that exalts Ferrari’s fundamental values – performance and driving thrills. The hybrid technology used, known as HY-KERS, represents the perfect combination of maximum performance and lower emissions. LaFerrari in fact emits just 330 g/km of CO2 but without resorting to electric-only drive which would not fit the mission of this model. The HY-KERS system is, however, designed so that in future applications a car can be driven using exclusively electric power for a few kilometres and, during development testing, a full-electric version of LaFerrari achieved just 220 g/km of C02 emissions on the combined cycle.
The LaFerrari is equipped with dynamic controls that are integrated for the first time ever on a Ferrari road car with active aerodynamics and the HY-KERS system. Thanks to Ferrari’s proprietary logic which govern all the systems, the car can achieve absolute levels of performance, aerodynamic efficiency and handling without any form of compromise in any area. A very advanced and uncompromising approach was also taken with the interior design which features an HMI inspired by F1 single-seaters.

Architecture
The LaFerrari’s architecture posed the first challenge for the Prancing Horse team at the planning stage of the design. The aim was to achieve ideal weight distribution (59% at the rear) and a compact wheelbase despite the extra bulk of the hybrid system. The result is that all of the masses are situated between the car’s two axles and as close as possible to the floor to lower its centre of gravity (by 35 millimetres) and thereby guarantee dynamic handling and compact dimensions.
The layout of the cabin made a significant contribution in this regard. The seat is fixed and tailored to the driver while both the pedal box and steering wheel are adjustable. The driving position is similar to that of a single-seater and was designed after consultation with the Scuderia Ferrari drivers, Fernando Alonso and Felipe Massa, who played an active role throughout the entire development process.
The LaFerrari’s chassis features no less than four different types of carbon-fibre, all hand-laminated and autoclave-cured in the racing department using the same design and production methods as the Formula 1 car. This helped optimise the design: various functions were integrated (e.g. seats and battery compartment) into the chassis to improve torsional rigidity (+27%) and beam stiffness (+22%) whilst cutting weight.

Powertrain
The LaFerrari is the first car in Ferrari history to be powered by the HY-KERS system. The ICE represents the pinnacle of engine development and research, with a 6262 cc V12 that punches out 800 CV and revs to a maximum of 9,250 rpm, a record for an engine of this displacement. It also features a very high 13.5:1 compression ratio and a high specific output equal to 128 CV per litre. The engine is coupled with a 120 Kw (163 CV) electric motor, giving it a combined power output of 963 CV.
The high torque levels available at low revs from the electric motor allowed the engineers to optimise the internal combustion engine’s performance at higher revs, thus providing a constant supply of exceptional power throughout the rev range. Total torque generated is in excess of 900 Nm. The hybrid system is composed of two electric motors developed in collaboration with Magneti Marelli – one powering the driven wheels and the second the ancillaries – and a battery pack attached to the floor of the chassis consisting of cells that are assembled in the Scuderia Ferrari department where the KERS for the F138 is also made. The Scuderia’s expertise allowed considerable savings in weight and size of the individual components and the batteries weigh just 60 kg while providing the highest energy density possible for this kind of application.
The batteries are charged in different ways: under braking (even hard braking with the ABS active) and every time the V12 produces more torque than required, such as in cornering. In the latter instance, rather than the being sent to the wheels, the excess torque is converted to energy and stored in the batteries.
The electric motor is coupled with the F1 dual-clutch gearbox to the benefit of optimal weight distribution, but also to boosting energy efficiency as torque is instantly available to the wheels and, vice versa, from the wheels to the electric motor in recharging.

Aerodynamics
Active aerodynamics play an essential role, as they allow a complete adjustability of the car’s configuration to attain LaFerrari’s exceptional performance.
The engineers’ aim was to deliver the highest degree of aerodynamic efficiency ever achieved with any road car, with a coefficient of nearly 3, thanks to technical solutions honed with CFD analysis and fine-tuned in the F1 Wind Tunnel.
To boost efficiency, the LaFerrari sports active aerodynamic devices front (diffusers and guide vane on the underbody) and rear (diffusers and rear spoiler) which generate downforce when needed without compromising the car’s overall drag coefficient. These devices deploy automatically on the basis of a number of different performance parameters which are monitored in real time by the car’s dynamic vehicle controls, thus guaranteeing the ideal configuration on the basis of the driving conditions.

Control systems
One further innovative aspect of the LaFerrari is the integration of its active aerodynamics and hybrid system with the other dynamic control systems aboard. This means the car responds intelligently to driver inputs, making for a seamless blend of unprecedented performance and unparalleled driving emotions.
Proprietary Ferrari algorithms deliver optimal integration of the electric motor and V12 for instantaneous response. In cornering, for instance, the HY-KERS keeps the V12′s revs high to guarantee better acceleration on exit.
The LaFerrari’s Brembo braking system is also integrated with the hybrid system, and incorporates several new features, including new lightweight callipers designed to guarantee correct cooling and carbon-ceramic material (CCM) discs featuring a new composition.
The car’s extreme performance potential called for a different tyre set-up, with 265/30 R 19 Pirelli P-Zeros on the front and 345/30 R 20s on the rear.
All in all the car guarantees maximum driving thrills in every situation and performance levels are top level: 0-100 km/h in less than 3 seconds and 0-200 km/h in under 7 seconds, a lap time at Fiorano of under 1’20″ – 5 seconds faster than the Enzo and over 3 seconds faster than the F12berlinetta. LaFerrari is thus the fastest road car in Maranello’s long history.

Styling The Ferrari design team led by Flavio Manzoni developed the LaFerrari’s styling working in close synergy with the engineers to emphasise the exacting link between form and function. The result is an extreme, innovative design which retains close links to the marque’s tradition. This is most evident in its side profile: the car has a sharp, downward-sloping nose and a very low bonnet which emphasises its muscular wheelarches, a clear nod to the gloriously exuberant forms of late-1960s Ferrari sports prototypes.
The LaFerrari’s body has been given a sculptural treatment heavily influenced by its clearly F1-inspired aerodynamics and a tail section that exudes uncompromising sportiness.
Inside there’s a newly-designed steering wheel sporting all the major commands, and the gear-shift paddles are now longer and more ergonomic. The signature bridge on which the F1 gearbox functions are clustered has taken on a sleek, suspended wing-like shape. The whole interior, in fact, has a fiercely track-inspired, pared-back allure.

The Ferrari range
Aside from the new limited-series special, the Ferrari stand also features the complete range which is the most wide-ranging and critically acclaimed in its entire history. The five models all share the same Ferrari DNA in terms of performance, driving pleasure and technology, yet each one has its own strongly unique identity, in line with the company’s philosophy of “different Ferraris for different Ferraristi”.

Ferrari’s 12-cylinder GT sports car prowess is represented at Geneva by the FF, the very first four-seater and four-wheel drive in Prancing Horse history. It will be sporting a Grigio Ingrid livery with an elegant glass roof and Iroko interior. The FF is also now seamlessly integrated with Apple technologies, thanks to direct access to the infotainment system via SIRI voice commands and the adoption of two iPad Minis as the entertainment system of choice for the rear seat passengers.

Blistering performance and sublime driving pleasure even at low speeds are assured behind the wheel of the multi-award-winning F12berlinetta, which is powered by a mid-front V12. Unique handling characteristics, extreme aerodynamics and an innovative yet classic design are its signatures. The car on show at Geneva has a Grigio Silverstone livery and a Sella di Cavallo interior.

Moving on to the 8-cylinders, the California 30, in sophisticated Nero Stellato with a Crema interior, is a convertible GT that uncompromisingly marries sportiness and versatility. The California’s already-massive popularity with both press and public alike grew still further after its V8′s output was upped by 30 hp to 490 hp, and 30 kg was slashed off its overall weight.

The blistering 458 Italia is a sublime, thoroughbred sports car. It and its drop-top sibling, the 458 Spider, are equipped with the same extraordinary mid-rear-mounted V8 engine which was named International Engine of the Year in both 2011 and 2012. These two models continue Ferrari’s glorious tradition with this particular layout. The coupé seen at Geneva sports an aggressive Bianco Avus livery and sleek black interior with carbon-fibre trim, while the Spider, which dominates the Tailor-Made extreme personalisation area, takes its inspiration from the legendary 1957 250 Testa Rossa that sold for a record 16 million dollars at auction at Pebble Beach in 2011. It has the same red and blue livery and a host of competition car details in its cabin, not least of which are suede-upholstered seats and Alutex trim.

TECHNICAL SPECIFICATIONS

HY-KERS system
Total maximum power 963 CV
Total maximum torque >900 Nm
V12 maximum power* 800 CV @9000 rpm
Maximum revs 9250 rpm
V12 maximum torque 700 Nm @6750 rpm
Electric motor output 120 Kw (163 CV)
CO2 emissions** 330 g/km

Performance
Maximum speed over 350 km/h
0-100 km/h <3 sec
0-200 km/h <7 sec
0 – 300 km/h 15 sec

ICE
Type 65-deg. V12
Bore and stroke 94 x 752 mm
Total displacement 6262 cc
Compression ratio 13.5:1
Specific power 128 CV/l

Dimensions
Length 4702 mm
Width 1992 mm
Height 1116 mm
Wheelbase 2650 mm
Weight distribution 41% fr, 59% r

Gearbox
7-speed DCT

Suspensions
Front double wishbones
Rear multi-link

Tyres(Pirelli P-Zero)
Front 265/30 – 19
Rear 345/30 – 20

Carbon ceramic brakes (Brembo)
Front 398 x 223 x 36 mm
Rear 380 x 253 x 34 mm

Electronic controls
ESC stability control
High performance ABS/EBD Sistema frenata anti bloccaggio prestazionale /electronic brake balance
EF1-Trac F1 electronic traction control integrated with the hybrid system
E-Diff 3 third generation electronic differential
SCM-E Frs magnetorheological damping with twin solenoids (Al-Ni tube)

Aerodynamics
active

* with dynamic ram effect
**Undergoing homologation

News Source: Ferrari