sakiss

To εκπληκτικο πατωμα πανω στο οποιο θα βασιστει το Supercar της Alfa Romeo,η 8c competizione(2007) η οποια αναμενεται να ειναι ταχυτερη,ακριβοτερη και πιο εξωτικη απο την F430. http://www.motorbox.com/static/upl/f/fiatsportivalatina-6700-050-f.jpg http://www.motorbox.com/static/upl/f/fiatsportivalatina-6700-060-f.jpg SPORTIVA EVOLUTA The lightening of an automotive vehicle structure, whether it is an engine support, or a complete car body, demands a specific planning so that the mechanical characteristics of the material being used can be exploited to the maximum. It is therefore necessary in the first place to ask oneself what the structural mission is of the member in question, so that the general proportions can be determined. As such, the first large task is to ensure that the rigidity requirements are satisfied. For example, if a car body is being developed, one of the most important tasks is to ensure that the windscreen mounts are strong enough. Structural members also have to take full advantage of resistance, in the same way as crumple zones do. A simple geometrical shape (e.g slab, solid beam) has to be derived, which can be used to assimilate the member under study, with the aim being to partially determine by means of analytical processes the state of stress or rigidity. At this point simple functions can be derived for different load situations, that depend on the mechanical characteristics of the material (modulus of elasticity, density, yield value, breaking resistance). Moreover, the same method can be applied not only in terms of investigating the weight, where the prevailing parameter can be the rigidity or the specific strength, but also towards minimal cost (employing parameters like “density per Euro”). A comparison between the various materials for each case of basic geometrical shape can then be drawn up (e.g. a slab stressed by bending). As a material of reference, TRIP 800 is chosen, which is a high performance Steel. For collisions members, such as cross sections, Titanium alloy represents a 60% weight advantage over Steel, and a 30% weight advantage over Aluminium. Sportiva Evoluta makes use of this benefit. For high volume car production the use of Titanium is not feasible however, due to the requirement of sustainable costs. After detailed structural analyses were conducted for vehicle rigidity, it was decided to use a composite carbon fibre material for the main member.To obtain suitable deformation in impacts, the front and rear crumple zones have been made out of aluminium and titanium. The main module of the so called “Split Frame” chassis design is fixed with a set of elastic mounts, ensuring a desirable compromise between comfort and handling. Two processes have been used in the manufacturing of the prototype chassis, which ensure a strong design capable of resisting the high forces imposed during high speed handling and crashes; “hand lay-up” manual lamination, and “RTM” resin transfer moulding.The main chassis is split into two parts, the bulkhead and backbone, which are connected by two rows of bolts. Manual lamination was used for the backbone member,using a sandwich type structure to increase the strength whilst remaining light in weight. This solution consists of two carbon-fibre sheets, between which an ultra low-density honeycomb panel is inserted to improve rigidity characteristics. The carbon-fibre sheets themselves consist of many layers of overlapping pre-impregnated woven carbon fibres. To optimize torsional rigidity, and to absorb forces transferred from the suspension, the main backbone tunnel has closed sections. There are two disadvantages of the manual lamination process, the main one being the fact that it would only be possible to produce one to two cars a day. Although the initial investment for the process is very low, the high labour hours, and more specifically the need for skilled labour elevate the variable costs. The complex shape of the bulkhead section triggered the engineers at the CRF to explore the potentials of the RTM process. The RTM process uses a stamp, into which a glass-fibre mould is initially inserted.A resin matrix containing carbon fibres is subsequently pumped in under a controlled pressure and temperature. To increase the structural characteristics of the member, a reinforcing material called Nomex was also used. An economic analysis of the RTM process was also carried out during the project, and demonstrated that the high convenience of the technology would allow for a production figure of between 5 to 10 cars a day. Advantages and possibilities: -Weight control: The complete chassis (excluding the suspension) weighs less than 100 Kg. -Chassis performace adapted for super-sports car: The torsional and flexible rigidity assures compliance with the Euro-NCAP standard (offset collision at 64 km/h with deformable barrier). -Technologies adapted for production volumes of upto 5 cars a day: The labour intensive process of manual carbon fibre lamination has been eliminated by a new process called VRTM (Vacuum Resin Moulding Transfers). -This concept represents the first application of VRTM where woven carbonfibre is used for certain high strengh chassis members." The chassis makes use of split frame architecture technology, allowing for different 'upper bodies' to be mounted on the basic 'lower chassis', by means of elastic mounts which provide the necessary comfort by filtering road and engine noise. Extensive testing revealed a substantial reduction in noise, vibration and harshness, with audible road and engine noise decreasing by 4-6 dBA (over a regular chassis). Not only can different body styles be used on the same chassis,but the chassis itself can also be easily adapted for different wheelbases, engines, and traction schemes (2WD, 4WD).

Sedici(fiat suv) http://www.automobilismo.it/edisport/automobilismo/notizie.nsf/AllDocID/I19AF6F19CC7311C0C12570C300581FAD?OpenDocument To νεο Panda Suv http://www.repubblica.it/2003/l/motori/gallerie/fiatt/fiatpanda4x4suv/esterne221703552211172715_big.jpg http://www.repubblica.it/2003/l/motori/gallerie/fiatt/fiatpanda4x4suv/esterne221703572211172720_big.jpg http://www.repubblica.it/2003/l/motori/gallerie/fiatt/fiatpanda4x4suv/esterne221703562211172717_big.jpg http://www.repubblica.it/2003/l/motori/gallerie/fiatt/fiatpanda4x4suv/esterne221703592211172724_big.jpg http://img.interia.pl/motoryzacja/nimg/Fiat_Panda_Cross_832334.jpg http://img.interia.pl/motoryzacja/nimg/Fiat_Panda_Cross_832332.jpg http://img.interia.pl/motoryzacja/nimg/Fiat_Panda_Cross_832330.jpg http://img.interia.pl/motoryzacja/nimg/Fiat_Panda_Cross_832328.jpg http://img.interia.pl/motoryzacja/nimg/Fiat_Panda_Cross_832326.jpg http://img.interia.pl/motoryzacja/nimg/Fiat_Panda_Cross_832322.jpg http://img366.imageshack.us/my.php?image=pandasuvblu0ub.jpg http://img366.imageshack.us/my.php?image=simba14815ll.jpg http://img359.imageshack.us/my.php?image=pandasuvsmeraldo2rk.jpg http://media.autobild.de/bild/C/2d5022d5ced81cd9331b0ca587b541cc_1.jpg http://media.autobild.de/bild/B/99aedd9948115ee7c1d50d206d9974fb_1.jpg http://put.edidomus.it/auto/mondoauto/attualita/foto/15_Panda-SUV_big.jpg http://media.autobild.de/bild/6/ed3c9ae14b69a195be812839bcdab876_1.jpg http://media.autobild.de/bild/E/8b495daf0157aea3d00cc0705de5285e_1.jpg http://media.autobild.de/bild/7/17f224a0d12bd2ff17209ca10e9454f7_1.jpg http://media.autobild.de/bild/B/82715bf0c894c092801c59aa2edb5aeb_1.jpg http://media.autobild.de/bild/2/4adcf9dcb4677bcde5580f113311f462_1.jpg http://media.autobild.de/bild/E/8b495daf0157aea3d00cc0705de5285e_1.jpg http://www.autotematic.it/forum/files/simba1_481_194.jpg http://www.autotematic.it/forum/files/simba2_106_695.jpg

Gt coupe Oι 2 νεες εκδοσεις.... Sportiva http://www.autotematic.it/forum/files/gt6_150.jpg http://www.autotematic.it/forum/files/gt5_887.jpg http://www.autotematic.it/forum/files/gt4_210.jpg http://www.autotematic.it/forum/files/gt3_538.jpg http://www.autotematic.it/forum/files/gt2_118.jpg http://www.autotematic.it/forum/files/gt_560.jpg Eleganza http://www.autotematic.it/forum/files/gt_eleganza.3_902.jpg http://www.autotematic.it/forum/files/gt_eleganza.2_523.jpg http://www.autotematic.it/forum/files/gt_eleganza_5_513.jpg http://www.autotematic.it/forum/files/gt_eleganza_184.jpg

Brera http://spinoska.altervista.org/_altervista_ht/brera_auto/1.jpg http://spinoska.altervista.org/_altervista_ht/brera_auto/2.jpg 3.2 http://media.autobild.de/audio/4/583375becc1924ac4530a6f1fc2fa524-1.mp3 http://media.autobild.de/audio/1/7fb8e11720f9fccc7661affd32c15e01-1.mp3 2.2 http://media.autobild.de/audio/5/a9887560b5297ed4b4ae05b7fbe96325-1.mp3 http://img326.imageshack.us/img326/5047/gm300017gg.jpg http://img326.imageshack.us/img326/4115/gm400014ut.jpg http://img326.imageshack.us/img326/7162/gm500018pw.jpg http://img326.imageshack.us/img326/8366/gm600017ns.jpg http://img326.imageshack.us/img326/3781/gm700014xr.jpg

http://www.autozeitung.de/images/cars_neuheiten/848/01_c.jpg http://www.autozeitung.de/images/cars_neuheiten/848/05_c.jpg http://www.autozeitung.de/images/cars_neuheiten/848/03_c.jpg http://www.autozeitung.de/images/cars_neuheiten/848/04_c.jpg http://www.autozeitung.de/images/cars_neuheiten/848/06_c.jpg http://www.autozeitung.de/images/cars_neuheiten/848/08_c.jpg http://www.autozeitung.de/images/cars_neuheiten/848/09_c.jpg http://www.autozeitung.de/images/cars_neuheiten/848/07_c.jpg

Brera video http://www.infomotori.com/a_4_IT_15810_1.html

Alfa Brera: From fantasy to brilliant reality This coupe was a sensation as a concept car three years ago. The production version fulfils all that promise, and then some. John Simister revels in the power and glory of a classic Alfa Alfa Brera V6 Q4 It's fun, driving a concept car. They usually don't work properly, but this one does. It gets lots of drop-jawed looks as I drive through northern Italian towns and villages, and it's making me feel all that optimism about the future that a really handsome, clever, daring design should. There's an especially good reason for optimism, because the Alfa Brera isn't actually a concept car. It's a car you can really buy - or will be able to, in the UK, from early April. But it looks like a concept car, doesn't it? What with that glass roof and low, mean nose and a shape sculpted beyond all reasonable interpretations of car-design strictures? Well, it was one, once. The Alfa Romeo Brera was a star of the 2002 Geneva show, but it was created by Giorgetto Giugiaro's Ital Design, not Alfa's own styling centre. Giugiaro hadn't intended it to become a production car, but everyone raved about it - and Alfa needed a replacement for the GTV and Spider. So the Brera, named after a posh suburb in Alfa's home city Milan, became a proper project. Curiously, the production engineering was carried out by Ital Design's archrival Pininfarina, which builds the new coupe (and the forthcoming Spider convertible) in Turin. The look stays faithful to the concept, though, with the original gullwing doors the only concession to reality. And what an influential look it has been. After that Geneva show, Alfa Romeo facelifted the 156 with a Brera-like nose. Recently, the company replaced the 156 with the 159 saloon, of which the front part - nose to dashboard - is exactly the same as the Brera's apart from the bumper and lower valance (the Brera has a racier-looking air intake). This, in short, is the new look of Alfa Romeo, with the Brera as the most extreme interpretation. Look at it. There seem to be six headlights lurking in their recesses beneath the bonnet lip, although the outer lenses actually cover the indicators. At the back are eight more light units, four per side, set in a sea of red-tinted chrome and covered by slender, horizontal lenses. The tail's centrepiece, though, is the Alfa badge that doubles as a handle for the tailgate. One snag, for a high-image coupe, is that the new platform the Brera shares with the 159 is designed around front-wheel drive. Most rivals have rear-wheel drive, traditionally the layout of choice for such cars because it suggests a greater leaning towards driving pleasure.But much of this is in buyers' minds - few venture on to racetracks, after all - and a good front-wheel drive design can be a lot of fun to drive. But what happens if you fit a really powerful engine? Will the front wheels cope? The Brera has such an engine in its range - a 3.2-litre direct-injection V6 with variable inlet and exhaust-cam timing and 260bhp - but it's matched to a four-wheel drive system that sends more torque (57 per cent) to the rear wheels than the fronts unless tyre grip dictates otherwise. If that happens, a minimum of 28 or a maximum of 78 per cent can be sent rearwards. Other engines (front-wheel drive only) are a 2.2-litre, four-cylinder unit with 185bhp, again with direct injection and variable valve timing, and (to arrive later) a muscular 2.4-litre, five-cylinder JTD turbodiesel with 200bhp. All have six-speed manual gearboxes. The last concept car to make it to production with its character intact was the Audi TT. Sadly, the TT has never been as exciting to drive as to look at. Does the Brera keep its promise? It does. One press of the V6 Q4's starter button, one blip of its accelerator, and you know there's a soul within. This new V6 engine has much the same rich, delicious burble as past Alfa V6s, but it now has the mid-speed pulling power (and the thirst) to match the high-revs energy. I'm hearing its full repertoire as I zoom round a fine test route at the Alfa Romeo and Fiat test-track at Balocco, between Turin and Milan. The four-wheel drive is working well, too; neither front nor rear wheels seem to be giving up on grip, reminding me of the Subaru Impreza WRX. I can feel the tail give a little flourish out of the corners. Grip, poise, balance, pace, sound effects - this is the best-driving Alfa in ages, and even better than the 159 V6 Q4 because the meatier steering and greater agility make for a more responsive, more intimate drive. It's going to be expensive, though, at about £30,000. Most Breras sold will be the 2.2-litre version, likely to cost £25,000 but lavishly equipped with leather upholstery and that glass roof. (There may be an entry-level model later, with a steel roof and cloth trim.) And this 2.2 JTS is the Brera I'm driving in the world of real roads and traffic, heading up into the Alpine foothills. Now that I'm not trying to extract the max, I can feel the smooth ride that comes from well-judged suspension settings and a rigid, rattle-free structure, and I can luxuriate in the leather and the front-seat space. Rear passengers get a raw deal - bowed heads and squashed knees - but this was never a family car. The rear seats can be folded to add to already generous boot space. There's a good feeling of quality, with every door and dash surface padded, soft cloth in door pockets, real aluminium on the (rather overbearing) centre console, decent-looking pretend aluminium for the door pulls and other embellishments. Passengers feel excluded, though; the dials are deeply recessed and properly visible only to the driver. Now, at this more leisurely pace, I sense a numbing rubberiness in the first part of the steering's movement. I also discover that the engine isn't as muscular as I thought. It has to be worked quite hard on hills; if pace is your priority and £25,000 your limit, you'd be better off with a Nissan 350Z. However, the Brera is quieter and has a more comfortable ride. Don't look for fireworks, feel the subtleties; the Brera moves confidently and points with conviction into a fast corner, the grip continuing even if you steer more tightly. At this point, you can feel the tail helping you through, tautly, tidily. It's a crisp, agile car, fun to drive and never frightening. The Brera, in fact, is all an Alfa Romeo coupe should be in 2005. A lot of us like the idea of owning an Alfa but fear the reality. Well, this one fulfils the promise http://motoring.independent.co.uk/road_tests/article327033.ece

Facelift photoshop http://img287.imageshack.us/img287/1673/gtfl5fj.jpg

Tελη 2006 θα ντεμπουταρει...αυτο που εχω διαβασει ειναι οτι οι αλλαγες θα ειναι κυριως στους κινητηρες,φινιρισμα γιατι δεν θελουν να διαταραξουν την ισσοροπια στην εξωτερικη της εμφανιση. 1.9JTS 160hp (213km/h)--->1.8TS 140hp (202km/h) 2.2JTS 185hp (223km/h)-->2.0JTS (216km/h) 2.8JTS 230hp 2792cm3 και οχι ο νεος 3.2JTS 260hp γιατι δεν θελουν να προσφερουν προσθιοκινητο με περισσοτερα απο 240hp... GT 1.9JTS 29.000 GT 2.2JTS 32.000

http://www.insightsupport.com/alfa_brera/

Alfa Romeo Brera 3.2 V6 http://img61.imageshack.us/img61/6144/breradonnaatene5cr.jpg These days, it's getting hard to find a nice, traditional performance coupé. In a world where engineers are building MPVs which drive like sports cars, and roadsters with off-tarmac potential, it's no wonder some experts are claiming the days of the plain and simple sporting GT are over. Fortunately, such nonsense has yet to filter through to Alfa Romeo's design studios! Here, the only brief for a new car is to make it sexy, fast and desirable. The all-new Brera, which replaces the much-loved but ageing GTV, is an Alfa from the old school. Due to hit the UK next April, the powerhouse coupé will top the firm's restructured line-up. Two engines will be available from launch: a base 2.2-litre four-cylinder unit and a range-topping 3.2-litre V6, which is linked to a new hi-tech four-wheel-drive system. Both motors are fresh designs, and replace the GTV and Spider's current 2.0 and 3.0-litre offerings. A 200bhp turbodiesel promising even more torque than the V6 will join the range by the end of 2006. The Brera oozes Italian flair from every panel gap. This is not surprising when you learn that it was styled by the legendary Giorgetto Giugiaro and is bolted together by design house Pininfarina. Although it may lack the 'smack-in-the-face' impact of its GTV forerunner, it's a muscular shape that manages to look fantastic from every angle. You'd have to be miserable not to fall in love at first sight. But don't get the idea that the Brera is simply a flight of fancy or a designer's ego on wheels. Beneath the seductive lines lies an immaculately engineered car that blows its predecessor into the weeds. It borrows much of its suspension set-up from the 159, although a shorter wheelbase gives a sportier drive. And it is on the road where the Brera impresses the most. Given the firm's recent track record, it comes as no surprise to find that the newcomer handles beautifully. The steering is direct and nicely weighted, and allows you to flick the front end into corners with the merest nudge of the wheel. What is more of a shock is the refinement. Gone are the jarring ride and wet-weather traction problems that blighted the old GTV. The Brera is positively serene over bumps, and puts its power down with so little fuss that you would swear the tyres were made of treacle. In addition, the air of refinement filters through to the cabin, which is also well above previous Alfa offerings in terms of quality. Drivers over six feet tall no longer need to adopt the classic Nuvolari seating position, with their knees either side of the steering wheel. The Brera has stacks of adjustment in both the chair and column, which means motorists of all shapes and sizes can, at last, enjoy the Alfa experience in comfort. Further back you will find a pair of seats, but space is very tight and passengers won't thank you if the journey exceeds a handful of miles. Thankfully, the boot - a pitiful gesture on the old GTV - is a decent size and can even swallow a set of golf clubs if required. However, our advice would be to forget golf and stick to driving. The firm has hit a sweet spot with the new Brera. It addresses all the failings of the old GTV without losing any of the idiosyncrasies and qualities that make an Alfa so unique. Get in the queue now. http://www.autoexpress.co.uk/previews/61874/alfa_romeo_brera_32_v6.html

@GTV Πανω σε ενα δυναμομετρο τροχων οι παραγοντες ειναι αρκετοι.Θερμοκρασια, βενζινη, ταχυτητα εισαγωγης αερα, υγρασια, οξυγονο, υψος απο το επιπεδο της 8αλασσας...... Ξεχνας την περιφιμη δυναμομετρηση στο Drive! Στο δυναμομετρο(τροχους) με jts. GTV-139 156-136 GT-141,5 Το θεμα ομως ειναι οτι για την 530i και για το S4 ΔΕΝ ΕΙΠΑΝ ΚΟΥΒΕΝΤΑ ενω για τη gt πεταξαν σποντες. 530i-απο 231-μολις 197ΑΛΟΓΑ στο δυναμομετρο.H 159 μετρηθηκε σε αθηναικο δυναμομετρο(στροφαλο) και εβγαλε 160hp....ειναι λογικες οι απωλειες στους τροχους.

http://www.infomotori.com/foto/N/art_14655_7_02.jpg http://www.infomotori.com/a_4_IT_14655_1.html

http://media.autobild.de/bild/D/9054129d4dcb05e316056eeebb393f7d_1.jpg http://img90.imageshack.us/img90/3702/cd751c88cec7cfcf064eaa77532416.jpg http://img90.imageshack.us/img90/7733/f52654c9a28c8408d6d03352795660.jpg http://www.autobild.de/test/neuwagen/artikel.php?artikel_id=10105

.....ενδεικτικες τιμες-Ελλάδα 149 1.6JTS/1.4Turbo 22.000 149 1.9JTS 27.000 149 2.2JTS 30.000 149 3.2JTS Q4 44.000 Ισως να υπαρξει entry level 149 1.6 120 20.000

Κινητηρες 149 1.6jts ή 1.4turbo 1.9jts 2.2jts 3.2jts 1.6jtdm 1.9jtdm 1.9jtdm twinturbo Ενδεικτικες τιμες Italy 116i 22,945 149 1.6JTS/1.4Turbo 23.600 118i 24,945 149 1.9JTS 25.600 120i 26,645 149 2.2JTS 27.600 130i 33,895 149 3.2JTS Q4 35.600 118d 25,595 149 1.6JTDm 25.800 120d 27,695 149 1.9JTDm 27.800 +Multiair 3.2JTS 300hp/6500rpm 2.2JTS 200hp 1.9JTS 175hp

Ekana lathos stis times 2.2JTS 42.000 2.2JTS Skyview 46.000 3.2JTS Q4 Skyview 56.000

43χιλ η 2.2 49χιλ η 3.2 http://www.channel4.com/4car/road-tests/A/alfaromeo/brera05-/index.html

Giugiaro-designed Brera prototype that won the hearts of the press and the general public, as the long list of prestigious international accolades reveals: 'Best of Show', assigned by Autoweek magazine at the Geneva Motor Show; 'Best of Show' in the Prototype category at the Villa d'Este Concorso D'Eleganza; 2 category prizes at Challenge Bibendum 2002, one as 'one of the most elegant cars in the world' and the title of 'the most fascinating car' conferred at the Super Car Rally 2002 from Paris to Monte Carlo. This very respectable CV has now been inherited by the new Alfa Brera due to go on sale at the end of 2005.The new model shares this quality with other Alfa Romeo cars within its category that are now remembered as milestones in the history of the motor car. From the 1900 SS to the Giulietta Sprint, from the Alfetta to the Giulia Sprint GT. http://www.alfaromeo.it/ALFAROMEO_ITALIA/uploads/PB_GEN_CNT1/1074068984/20051103/intro01_b.jpg Main technical features To start with, the Twin Phaser system adopts new cam lobes which allow the phase angle to be varied by 50° on both axes. This makes it possible to improve performance because the best phase can be chosen at all engine speeds, and to reduce consumption and emissions with partial loads, by the Miller cycle. This combustion system, which is based on the postponed opening and closing of the inlet and exhaust valves - extends the expansive phase (converting more heat into energy), guarantees internal EGR (by preventing the release of the last exhaust gases, full of unburned particles) and postpones the closure of the inlet valve (reducing pumping losses). http://www.alfaromeo.it/ALFAROMEO_ITALIA/uploads/PB_GEN_CNT1/1074068984/20051103/intro_b.jpg Another peculiar feature of the 2.2 JTS engine on the Alfa Brera is the camshaft drive system which uses a chain:unlike a conventional belt drive, this system has the advantage of not needing to be replaced during the lifespan of the engine. And to guarantee the performance one expects of an Alfa Romeo, the timing diaphragm has also been reviewed,adopting larger profiles which make it possible to achieve a maximum power output of 6500 rpm (the system is fine tuned to operate at over 7,000 rpm, the maximum rev speed allowed by the electronic speed limiter). And more. Front suspension and steering http://www.alfaromeo.it/ALFAROMEO_ITALIA/uploads/PB_GEN_CNT1/1074068998/20051103/design_b.jpg The new high wishbone layout adopted on the front suspension is the ideal solution to guarantee precise control of wheel movement, with a clearly defined steering axis. The architecture was borrowed from racing and endows the car with outstanding dynamic performance, and extremely sensitive, pinpoint steering.The high double wishbone was already used on the 159 and has been further improved on the new Alfa Brera.First of all, the steering axis was brought closer to the centre of the wheel, increasing the Ackerman level (to increase parallel wheel movement when steering) for better response when cornering, thanks to the steering which is the most direct in its category. The steering of the new Alfa Brera has an excellent ratio (12.7° steer for every degree of wheel steer) for an overall rotation of 2 1/4 turns of the steering wheel, which translates into a more direct response for the driver, more responsive steering and better stability control. http://www.alfaromeo.it/ALFAROMEO_ITALIA/uploads/PB_GEN_CNT1/1074068999/20051103/interni_b_1.jpg What is more, painstaking analysis of the matching of the steering geometry and the wheelarch volume, made it possible to achieve high steering angles even with the largest tyres, and this significantly improved the turning circle between kerbs (10.7 metres).Great attention was paid to the new wheel upright where it connects to the levers, exploiting the available space inside the rims in full, and this has significant advantages in terms of lateral rigidity,the size of the coaxial damper spring unit with dual tube shock absorber has been increased to improve its capacity to absorb road roughness,the aluminium lower wishbone combines excellent structural characteristics and a much lower weight, the upper aluminium arm fits a pair of dry friction sliding bushes, a solution chosen because it is stronger and more reliable, and guarantees a more progressive action.And finally, the suspension is connected to the chassis by a closed geometry frame which is stiffer than the previous solution which had a simple crossbeam. Rear suspension The new Multilink rear suspension allows wheel movement to be controlled in a sophisticated manner, achieving the best possible balance in terms of performance. The system with three levers and a transverse blade highlights the performance of the various components subject to longitudinal load, to improve the filtering of roughness and, under a lateral load, achieving faster responses, enhanced stability and extreme grip. The rear suspension of the Alfa Brera now features: --A higher anchorage point for the longitudinal link, which is now positioned higher than the centre of the wheel, allowing the suspension to perform a longer, more flexible stroke, with an optimal response when negotiating an obstacle. --The aluminium upright, fitted with a third generation, extremely rigid hub, supports the connection bushes for the camber lever and the longitudinal link. --The bi-tube spring-damper unit is larger than other conventional solutions, this achieves a better compromise between handling and comfort. --The camber link, which allows the static camber to be adjusted and produces a geometry capable of guaranteeing a good camber recovery with wheel shake to ensure that the wheel rests perfectly on the road and wear is thus uniform, even when the car is pushed to the limit. --The rear hydraulic bush guarantees excellent filtering of roughness, and allows the wheel to retract slightly when negotiating an obstacle. --A high tensile steel crossbeam isolated from the bodyshell by four elastic bushes that dampen high frequency vibration. The Alfa Romeo Q4 4-wheel drive system http://www.alfaromeo.it/ALFAROMEO_ITALIA/uploads/PB_GEN_CNT1/1074068999/20051103/interni01_b.jpg The new Alfa Brera with the powerful 3.2 JTS offers the same 4x4 system with three differentials already adopted on the Alfa 159 Q4. This takes the form of the ultra-new Twin Diff system that represents the latest development of the Torsen C. The Brera's central differential is a Torsen C that encloses the front differential for the first time, a solution that ensures considerable benefits in terms of dimensions, weights and also performance. It exploits the forces set up by the front differential to increase its locking effect (35% during traction and 45% during release) to set up a self-locking effect on the front differential as well (up to 20%). The consequence of this is improved traction and cornering stability. http://www.alfaromeo.it/ALFAROMEO_ITALIA/uploads/PB_GEN_CNT1/1074069001/20051103/Sospensioni01_b.jpg The basic torque distribution of the Q4 system is mainly to the rear (43/57) for greater sportiness. Due to its locking effect, the central differential is able to send drive torque to the axle with the best grip on the ground moment by moment. This allows the system to switch from the initial torque distribution pattern to a distribution pattern focused on the front (72/2θ) or a distribution focused on the rear (22/7θ) in fast, automatic and continuous manner according to the grip and slip levels of all four wheels. The Alfa Romeo Q4 four wheel drive system implements permanent, dynamic torque distribution over all four wheels to achieve the highest levels of active safety and sportiness. The Alfa Brera Q4 is four wheel drive Alfa Romeo style: an essentially mechanical system complemented by the most advanced electronics to assure maximum driving comfort together with optimum performance and total safety. The vehicle is absolutely cutting edge as far as engineering is concerned and offers significant benefits: --The Q4's four wheel drive with advanced Torsen C self-locking differential (Twin Diff.) makes it possible to achieve improved roadholding, driving satisfaction and smooth responses. --Preferential distribution to the rear axle also adds to driving satisfaction because it makes the car easier to handle while ensuring maximum stability when the car suddenly veers at top speed on the motorway, as can happen during emergency manoeuvres. The ability to travel safely in poor grip conditions without the aid of electronics in torque split for constant driving satisfaction. http://www.alfaromeo.it/ALFAROMEO_ITALIA/uploads/PB_GEN_CNT1/1074069000/20051103/potenza_b.jpg

Brera.... :w00t: http://index.hu/gal/?dir=totalcar/tesztek/alfabrerabem/

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The all-new Alfa Romeo 159 has beaten the new BMW Three Series to take the title of the most beautiful sports sedan in the world in the annual 'L'Automobile piu Bella del Mondo' awards presented by a jury of leading artists, car designers, architects and stylists. The Alfa Romeo 159 is the latest in a long line of beautiful cars produced by Alfa Romeo that have stirred the soul as well as the heart. It is both a natural progression of the styling motifs that produced such acclaim for its processor, the Alfa 156, and it is also very much its own design and shape. Longer and wider than the Alfa 156, the Alfa 159 has a more aggressive shape, broader shoulders, a more pronounced nose and is more of a traditional sedan than the enhanced coupe shape of the Alfa 156. Like its predecessor, the Alfa 159 is blessed with not just a superb overall shape, but also countless exquisite details to catch the eye and engage the mind. Designed by Giorgetto Giugiaro in collaboration with the Alfa Romeo Styling Centre, the essential, sober and clean lines are underlined by superb materials: quality fabrics, precious fine grain leather, aluminium that is cool to the touch and exquisite craftsmanship with the appeal of artisan handcrafted materials. It is this unique combination of classic styling, with modern influences and inspired application of materials that has lifted the Alfa Romeo 159 above its German rivals' cold and clinical approach that often confuses the quality of coolness with coldness.

Δεν σας προβληματιζει το γεγονος οτι τα περισσοτερα πλεον παιχνιδια θα ειναι κοινα και στις δυο κονσολες με αποτελεσμα να μην φενεται η διαφορα δυναμης που υπαρχει παρα μονο μερικες λεπτομερειες?

....Noembrio/dekembrio sthn ellada...2 diplompouka.

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