The Chrysler ME Four Twelve

0-100 in 6.2 seconds, 0-60 in 2.9, Quarter mile of 10.6 @ 136 mph... and all put together in record time

The ME 4-12 is not a concept car, but a prototype of a car that was never made. Around 300 Chrysler ME 4-12 cars were to be built each year, using carbon fiber and light-weight metals such as aluminum. Road testing was scheduled for late January 2004, with production to start within two years. The concept cars / prototypes were built in the United States by Metalcrafters; the lead engineer was from Chrysler and the lead suppliers were North American. Most off the shelf parts appear to be from Chrysler, aside from the engine. Daimler, we are told, wanted to use European suppliers and engineers instead.

In 2004, prototypes were being tested; top speed appeared to be 240 mph with quarter mile times of 10.6 seconds at 136 mph. It used the double-clutch automatically-controlled manual transmission designed and patented by Chrysler, with manual overrides via steering wheel paddles. When AutoWeek test drove it in August 2004, they found numerous changes from the prototype.
The majoro shortcoming of the ME-412 was that it easily beat the expensive Mercedes SLR, which was years in the making, and far more expensive for Mercedes to develop; Dieter reportedly was screamed at for this, and it may even have been one of the reasons why Wolfgang Bernhard was "de-selected" from the Mercedes-head job. The ME-412 was, not surprisingly, cancelled.

ME-412 team effectiveness (by Bob Sheaves)

There were a grand total of 11 people working on the ME from Chrysler (out of about 10,000 at CTC, FREC, and JTE), according to press preleases. There were a handful of suppliers; let's just say under ten that have admitted in the public forums (at least in the trade magazines and press).
With regard to the transmission research and development, in my opinion the most important piece of R&D, Ricardo is handling the "bodies" (meaning the people or "warm bodies") doing the work, under Chrysler direction and supervision. Approximately 30 people (2 from DCX, maybe) would be involved with this work, including design, engineering, manufacturing feasibility, testing, and process.

For this team to even make one driveable vehicle (or several, as the article states the car is under development - which, by inference, means there is at least one and probably 5 transmission assemblies - at least one for manufacturing development, at least one in a mule car, and least one in the show car, and at least two in dyno testing) in under 18 months (this time point has not been reached yet) is nothing short of phenomenal - especially given the money spent so far, which is about average for a show car by GM, let alone a functioning vehicle.

The general populace of Chrysler Engineering is not "out where the buses don't run" working on this kind of stuff - but rather, dealing with the day to day work of the C and D segment cars, current model production, model changes, etc.
A great automotive genius once said:

"If you have to copy what everyone else is doing...you've got no damn business in this business"....Bill Mitchell

Merely "contending with" what the competition is doing, without reinforcing your own unique strengths, is suicide in this business. [The] Competitive Vehicle Group at CTC is charged with such analysis and projection - let them do their job without "outside" interference.
In simpler terms, the return on investment of this kind of research (such as the ME-412) is far more important that most realize!

More Chrysler ME-412 details and photos

The ME stands for "mid-engined." The quad-turbo, V-12 powered Chrysler ME Four Twelve supercar may not only establish real-world performance records but may also set a record for lightning-quick vehicle development. It took less than one year to complete from start to finish (though we don't know what they started with).
The engine is from AMG, with 850 bhp @ 5750 rpm, with 850 lb-ft. (1150 N-m) of torque between 2500 and 4500 rpm on premium unleaded fuel. It was reportedly designed for Chrysler, but will probably be used by Mercedes in other applications (we'd expect it to appear in the Vision and perhaps the McLaren SLR). Use of the AMG engine was dictated largely by the need for high power with light weight (around 500 lb) and at reasonable development cost.

With a curb weight of just 2880 lbs. (1310 kg), the ME Four-Twelve has the weight-to-power ratio of 3.4 lbs/bhp — a new performance record. In actual Chrysler speed runs, the ME Four-Twelve goes from 0-60 mph in 2.9 seconds, 0-100 mph in 6.2 seconds, and it will blister through the quarter mile in 10.6 seconds at 135 mph. The estimated top speed of the ME Four-Twelve is 248 mph (400 km/h). The vehicle is designed and packaged to achieve outstanding thermal performance under extreme operating conditions. Its large capacity, high-efficiency engine-cooling system allows this engine to retain optimum thermal performance — a key advantage in the super car arena.
The 7-speed Ricardo Double Clutch Transmission was developed specifically for this vehicle and features the latest double wet-clutch technology and electronic control strategy. The exclusive transmission delivers uninterrupted torque to the rear wheels with 200 millisecond shift times. The double wet-clutch technology appears to come from Chrysler. (An anonymous Chrysler employee wrote, "I cannot believe that Chrysler didn't get the credit for this transaxle!!! To be fair, it fits with its replacement by the junk MB controls and system.")
The ME Four-Twelve's carbon fiber bodywork was designed to mate to a carbon fiber and aluminum honeycomb monocoque tub. Aluminum crush structures and chrome-moly sub-frames complete the ME Four-Twelve's rigid support structure, which complies with US federal impact regulations.
The suspension is comprised of double wishbones, aluminum control arms, horizontally-opposed coil-over dampers with electronically controlled compression and rebound tuning, stainless-steel push rods and a blade configured anti-roll bar. The power-assisted rack-and-pinion steering has an overall ratio of 16:1 with 2.4 turns lock-to-lock and a turning circle of 36.0 feet.
The ME Four-Twelve braking system features massive 15.0-inch (381 mm) ventilated carbon ceramic composite disc brake rotors with six-piston aluminum mono block calipers for superior braking performance during all driving conditions. The composite discs are sixty-five percent lower in weight than comparable cast iron rotors. Wheels are cast aluminum: 19x10-inch front and 20x12.5-inch rear. Michelin high-performance radials are 265/35ZR19 in the front and 335/30ZR20 in the rear.
At just 44.9 inches tall, 78.7 inches wide and 178.8-inches long, the two-seat, mid-engine ME Four-Twelve was wind tunnel tested in Auburn Hills. The computer controlled active rear spoiler articulates rearward 100 mm to increase down-force to a total of 925 lbs. (421 kg) at 186 mph (300 km/h), while achieving a competitive coefficient of drag (Cd) of 0.358. All body openings have been optimized to achieve maximum thermal performance. Large vented front and rear wheel houses reduce lift as well as active and passive aerodynamic devices that have been implemented to provide stable vehicle performance at all speeds.
The interior is relatively spacious with 37.2 in (942 mm) of headroom, and 42.7 in (1085 mm) of legroom. A large glass roof panel extends from the windshield to the rear header. Passenger-side adjustable foot support helps keep the co-pilot in position during extreme cornering maneuvers
This vehicle breaks the mold of the super car genre because its packaging can easily accommodate drivers in a wide range of heights. Ease of access to driving controls was a primary focus. For example, there are steering wheel mounted controls, including a column mounted F-1 racing style paddle shifter with aluminum shift paddles and centrally mounted driver controls.
Styling was done by a young and friendly Chrysler designer, Brian Nielander, who normally designs trucks; he worked directly with engineers and aerodynamics experts to shape the interior and exterior and make sure that the engineers did not make the ME-412 uncomfortable.
Wolfgang Bernhard, Chief Operating Officer - Chrysler Group, said, "It's everything we’ve learned about creating exciting, desirable automobiles. And, as such, it's not really a concept car but is, in fact, a prototype that will be road-ready by summer."

The 1995 Chrysler Atlantic Concept Car and the Bugatti Type 57 Atlantique

Legend has it that, in 1994, one-time Chrysler design chief Tom Gale and then Chrysler president Bob Lutz served together as judges for the Pebble Beach Concours d’Elegance.
The classic cars to be judged were located on the 18th fairway, but arranged on the lawn around the club house were a number of concept cars, old and new, not included in the judging. They decided that next year, Chrysler was going to have a concept car that would put all the other concepts “back on their trailers.”
The legend says that Lutz sketched his ideas on a napkin which he gave to Gale. Gale gave his design staff the assignment but without the sketches, explaining that he didn’t want to give his designers any preconceptions which would stifle their creativity. They were told to use ideas and features of the curvaceous French coupes of the thirties (Bugatti, Talbot-Lago, Delahaye and Delage) to come up with a knock-out retro design that would mix the best of the old with the newest of the new. The result, designed by Bob Hubbach, is the 1995 Chrysler Atlantic.

The car is 199.5” long, 75.8” wide, and stands 51.6” tall. Its wheelbase is 126”, and it rides on 21” wheels in front and 22” in the back. Power is provided by a 4.0 liter straight eight which consists of two 2.0 liter Neon 4 cylinder blocks arranged nose-to-tail. While its styling is an obvious blend of old and new, its list of features is cutting edge. Brakes are four-wheel discs with ABS. The transmission is automatic with Auto-Stick. Neon lighting is used for brake lights, CHMSL, and interior dome lighting.
The Atlantic is a part of the Walter P. Chrysler Museum collection; indeed, the Museum opened in October 1999 with an honored spot reserved for it, just to the right of the rotating pedestal. The graphics were in place for the Atlantic, but in its place stood the bright red 1941 Newport dual cowl phaeton. The car itself was in great demand on the show and museum circuit; it came home in the summer of 2004, but just for a visit. It was a part of the Museum’s “Chrysler Design Excellence” show,  which highlighted the Chrysler brand and some of its most beautiful examples.

Ettore Bugatti and the Type 57

Ettore Bugatti was a builder of things mechanical. In his factory in Molsheim, France, he built boats and aircraft engines and at least one airplane and but his first love was automobiles. He is generally considered an artist, more so than an engineer. This might serve to explain why some of his designs were characterized as “a bit wacky” while others were inspired. He produced two outstanding Grand Prix cars, his Types 35 and 59. His engines were works of art, as were a number of his cars. One of his last designs is considered by many to be his best, the Type 57 sports and sports racing car.
It was in the realm of body design where he produced his most bizarre creations. The Type 57 sported a 3.3 liter straight eight engine with double overhead camshafts and hemispherical combustion chambers. The angle between intake and exhaust valves was 90 degrees. The cylinder block and head were cast integrally and bolted to a cast aluminum crankcase/transmission housing. The Type 57S was equipped with a Rootes-type positive displacement supercharger. The Type 57S was a potent performer and in a streamlined body christened “the Tank” by the motoring press, it won the 24 Hours of Le Mans in 1937 and again in 1939.
The Type 57 was produced in greater quantity than any other Bugatti, with an estimated 750 in all. Bugatti offered a variety of body styles, and the chassis was made available to independent coach builders. One of the weirdest was an open sports body with fully skirted, steering front fenders. But the one most commonly associated with the Type 57 is the Atlantique coupe. It is hard to describe this one but its most noticeable feature is the very large spot welding seam which runs from the windshield header to the tailend of the body. 

The K310 concept car

Built as an experiment and a study of forward styling, the K-310 car was entirely designed and styled in Detroit by the Engineering Division of Chrysler Corporation. 

Styling, design and development of this car occupied well over 2-1/2 years.  The art renderings displayed with the car represented a few of many styling ideas considered in the early designing stages.  Each of these design sketches was carefully analyzed for its good points and finally the master final design sketches were made.
Following normal styling procedure, this car was then made up as a three dimensional clay model in the 3/8 size usually chosen for automotive styles because it is large enough to show the perspective of the lines, yet small enough that it can be easily reworked.  Again, the clay model was thoroughly analyzed and changes were made to provide the desired styling effects.  After the model styling was approved, a 3/8 size plaster model was made.

The plaster model of the final design was shipped along with chassis parts, engine, etc. to Turin, Italy, where the Ghia Company, one of the foremost custom body builders in the European continent, translated the lines of the plaster model into the finished car.  The body of the car was completely hand-built.  This was done by taking templates from the plaster mode, blowing them up in scale to full size, and then shaping the sheet metal by hand over wood hammer forms built from the full size templates.  When the body was finished and trimmed it was mounted on the chassis and the car was shipped to this country, arriving here November 2, 1951.  The metal work was done in Italy because defense work was occupying local shops, and because secrecy could be best preserved in this way.
The car was built on a 125-1/2 inch wheelbase frame, which was specially designed to accommodate the boy mountings and such chassis components as the Crown Imperial disc brakes, Fluid-Torque Drive transmission, etc.
The wire spoke design wheels of large diameter were selected for both safety and styling reasons.  Because of improved air flow through the open construction of this wheel, much better brake cooling was provided and, therefore, braking effectiveness was improved.  With large diameter wheels, a lower over-all appearance of the car was achieved, further emphasizing the long, low lines.
The over-all styling of the K-310 was characterized by its small grille, closely centered about the car centerline, graceful hood line matched by the elegant sweep of the deck lid, and the two-tone effect which integrated the upper and lower structure giving the illusion of still greater length and even less height.  As a matter of interest, the over-all length of this car was 220-1/2 inches and its over-all height was only 59 inches.  In spite of its low appearance, it should be noted that the road clearance was approximately 7-3/4 inches, which was comparable to that of production models of the day.  The car weight was approximately that of a Chrysler Imperial Newport.
A companion engine for the car was the K-310, a forward development from the standard 180-horsepower FirePower V-8 engine in production Chrysler models.
The experimental K-310 engine had the same cylinder block, same bore, the same stroke, and the same cylinder head as the production 180-horsepower FirePower engine.  Valve timing was altered, four carburetors mounted in place of the one dual carburetor normally used on the production engine, and an extra coil added to the ignition system.  Larger valves with accompanying larger streamlined valve ports and new freer-breathing intake and exhaust manifolds were installed.  Because of the larger diameter valves and a slight increase in piston height, the compression ratio of the K-310 engine was 8.1:1, as compared to the 7.5:1 compression ration of the production FirePower engine.  All of this power increase was accomplished without supercharging.
There were a number of interesting styling features in the K-310 car.  One instance is the use of flush door handles.  When the thumb was pushed against the knob at the rear of the latch, the handle pivoted out so that fingers could grip it and pull open the door.  A further example is the type of seat arrangement for the front seat occupants, which was unique in that the seat back of the K-310 was divided off center, with the result that the driver and center passenger need not be disturbed when someone wanted to enter or leave the rear seat.  In addition, the front seat was built so that as either section of the seat back tilted forward, the corresponding section of the seat back also slid forward to provide more convenient access to the rear seat.

1952 Chrysler C-200 concept car

The Chrysler C-200 concept car (which followed the K-310) used a FirePower V8 engine similar to the 300-horsepower Hemi used in the K-310 concept. They were among the first cars to be styled under Virgil Exner; and they were actually considered for production, where they may have stolen the Corvette’s thunder with their 300-horsepower engines; but dropping sales of the stodgily-styled Chrysler Corporation cars meant lack of funds for such chancey vehicles. The car had Chrysler’s own self-energizing disc brakes and spanned ten feet, five inches.

The C-200 convertible is another experiment by Chrysler Corporation to explore the blending of sports car styling with practical automobile design and engineering features.  It was designed to measure up to the American driver’s concept of how a car should handle and respond to American driving and traffic experience.
                                       
  Entirely designed and styled in Detroit by the Chrysler Corporation Engineering Division, the C-200 convertible represents a striking departure from current American production car styling.  But Chrysler designers have not thrown practical considerations to the winds merely to achieve fantastic styling for styling’s sake.
In body, chassis and engine the C-200 is a careful integration of components reflecting a high degree of over-all unity.
Conceived by Chrysler engineers, the C-200 came into being through a series of artist’s sketches and three-dimensional scale models executed in the styling studios of the Chrysler Engineering Division in Detroit.
From the artists’ sketches the styling lines of the experimental car were selected and these were transferred to three dimensions by means of a 3/8 scale model in clay.  Such 3/8 scale clay models are extensively used in automotive styling because they are large enough in size to show proper perspective in car lines, and yet small enough so that changes can be easily and quickly made.
On completion of the clay model, a further 3/8 scale model was rendered in plaster, and it was from this plaster model that the boy lines of the completed car were copied.
Continued heavy pressure on Chrysler’s engineering facilities, occasioned by the Corporation’s extensive role in both defense and civilian research and production, led to a decision to have the experimental C-20 car built in Europe.
Drawings and scale modes, completed in Detroit, were shipped, along with a Chrysler chassis and engine, to Ghia, custom body builder in Turin, Italy, whose shops were particularly suited for executing the individual boy of the Chrysler C-200.
The body of this experimental convertible was completely custom built, with the sheet metal hand-pounded to shape over specially prepared wooden hammer-forms made as full-scale enlargements of the 3/8 scale plaster model.

When the body was finished and trimmed it was mounted on its American-built Chrysler chassis and the completed C-200 car was ready for public display.
The exceptional styling of the C-200 convertible was developed along themes of simplicity and function, with emphasis throughout ton long, low lines.  This emphasis was accomplished in a number of ways.  The front grille opening is closely centered and relatively small in area, though adequate for engine cooling.  A long, broad hood line emphasizes the car’s length, while the two-tone light green and black color combination serves to accentuate its lowness.
The C-200 actually stands less than five feet high—only 55-3/8 inches from the pavement to the tope of the windshield when the top is folded, and 58 inches in height when the top is up.  The over-all length is 220-1/2 inches and road clearance is 7-3/4 inches.

The sports car theme is carried out in the large, full-exposed wire wheels, 17 inches in diameter, which also have the important function of providing improved tire and brake cooling.
Front fenders of the C-200, sharply outlined forward, fade smoothly into the body behind the front wheels.  A vestige of the rear fender appears in outline ahead of the rear wheels, blending again into the body structure of the rear deck.  An elegant sweep of the rear deck lid line is designed to complement the low hood line, and the taillights are mounted prominently atop the rear fenders to accent, by contrast, the smoothness of those lines.
The C-200 car has many interesting styling features.  One is its flush door handles.  When the thumb is pushed against the button at the rear of the latch, the handle pivots outward to provide an easy grip for opening the door.
The front seat arrangement is unique in that the seat back is divided off-center so that two persons might sit comfortably without being disturbed when a passenger enters or leaves the rear seat.  In addition, the front seat is son constructed that when either section of the seat back is tilted forward the seat itself also slides forward to provide roomier, more convenient access to the rear.

Smartly styled circular instruments are so placed on the instrument panel as to be easily and quickly read.  Two large instruments centered above the steering column are the tachometer at the left, registering the engine’s revolutions per minute, and speedometer at the right.  Incorporated into the tachometer dial face is the oil pressure gauge and located in combination with the speedometer is the ammeter indicator.  Fuel and temperature gauges are located individually at the center of the panel.  Radio and glove compartment are located at the right.  Across the cowl, above the instruments, is a leather-covered foam rubber safety cushion.
The deck or trunk lid has no exterior handle to interrupt the smooth lines of the car.  The trunk lid is opened by tripping either of two levers located at opposite sides of the rear seat, and the spring-loaded trunk lid can be opened to any desired height where spring counterbalances hold it in position.
While the lid of the rear trunk compartment bears the embossed imprint of a wheel, this is purely a feature of the car’s styling.  The spare tire actually is housed in a well in the floor of the luggage compartment beneath a light plywood cover which forms a part of the trunk floor.  This arrangement, with additional storage capacity in fender wells at each side of the car, provides an exceptionally large luggage space for the low-profile C-200.
To assist in removing the spare tire and wheel, a counterbalanced spring-loaded mechanism lifts the tire upward and out to a nearly vertical position above the bumper, where it can be removed easily and conveniently for changing.

2012 Chrysler 300 S concept car from Chrysler (at Spring Festival)

The Mopar 300 S concept car, based on the Chrysler 300C, debuted at the Spring Festival celebration in California in March 2011. It featured color matched chrome, 22" Savini wheels with 295-width tires in the rear, coilovers, exhaust, rear wing, front lip, new grill, and the S/SRT black headlights. it also presaged the “real thing,” the 2012 Chrysler 300 S V6 and V8. (Photos by smoove7410 are the Mopar concept. All other photos are the production 300 S. The main differences appear to be the headlights and interior.)

Olivier Francois, Chrysler brand CEO, said: “No chrome . . . no wood . . . matte carbon fiber finishes . . . unique black or Radar Red leather . . . our biggest wheels, and world’s first integration of Beats by Dr. Dre audio technology – the best standard audio system period. With the Chrysler team working with Dr. Dre and Jimmy Iovine for months, I know the new 300S with its mapped sound waves, designed algorithms and unique Beats Audio components ...”

With 20-inch polished-face aluminum wheels with black painted pockets, wider all-season performance tires, 25 percent quicker steering and 20 percent heavier on-center feel than the entry-level 300 model, the all-new Chrysler 300S V-6 and V-8 models are engineered for driving enjoyment.

The interior of Chrysler 300S models have 12-way power driver and passenger front seats with large-bolstered and heated monotone cloth sport seats surrounded by an interior environment in black or Radar Red. Exclusive use of Piano Black on interior center stack, instrument panel, steering wheel, gauge cluster and door panel elements provide a uniquely lacquered and highly detailed appearance. Matte carbon hydrographic finished accents replace wood.

Uconnect Touch controls the 522-watt 12-channel amplifier that integrates the Beats proprietary equalizer algorithm, creating the high-definition sound specified by Beats Audio founders Dr. Dre and Jimmy Iovine, Chairman of Interscope Geffen A&M Records.

Behind the world’s first integration of Beats™ by Dr. Dre™ audio technology, the 2012 Chrysler 300S has a 10-speaker system with three 3.5-inch speakers in the instrument panel and two 3.5-inch speakers in the rear doors. Two 6 x 9-inch front-door woofers provide bass, while two 6 x 9-inch speakers and a center-mounted 8-inch speaker in the rear-shelf area provide full-range audio. An 8-inch Beats Audio trunk-mounted dual-voice coil subwoofer with sealed enclosure delivers tight, powerful, punchy bass.

The 2012 Chrysler 300S V-6 has 292 best-in-class six-cylinder horsepower with a ZF eight-speed automatic transmission and steering-wheel mounted magnesium paddle shifters. When equipped with the optional Luxury Group, the Chrysler 300S V-6 includes premium Nappa leather sport seating in black or Radar Red, memory seat/mirror/radio, heated rear seats, heated steering wheel, power tilt and telescoping steering column, power-adjustable pedals, power sunshade, alarm, driver’s side auto-dimming mirrors and auto-tilt in Reverse, heated/cooled cup holders, satin chrome lower door sills, and LED illuminated front-footwells and front and rear map pockets.

The V8 has the 363 horsepower 5.7-liter HEMI® V-8 engine, a five-speed automatic transmission with paddle shifters and Auto Stick, performance-tuned suspension and larger performance disc brakes.  The eight-cylinder 300S model adds 160-mph LED-illuminated instrument cluster, rain-sensing windshield wipers, Smartbeam headlamps, ParkView® rear back-up camera, and HomeLink universal transceiver. 

Providing additional all-season confidence, the Chrysler 300S V-6 and V-8 all-wheel-drive (AWD) models drop down to 19-inch polished-face aluminum wheels with black painted pockets, P235/55R19 all-season performance tires and the most advanced AWD system in its class. This exclusive AWD system transitions between rear-wheel drive (RWD) and AWD with no driver intervention. When AWD is not required, the system automatically disconnects the front axle to maximize fuel economy while still providing the outstanding performance and handling inherent in RWD vehicles.

Chrysler 300 Luxury — 2012 concept car

The fourth car at the Mopar SEMA preview was a Moparized version of the Chrysler 300 Luxury that adds lowering springs and Mopar wheels to provide a menacing stance.
Ralph Gilles frequently refers to the 300 as the “businessman’s muscle car” and this sportier stance, with a set of 3.91 gears (rather than the standard 3.06 rear end), helps to drive that home. While there really wasn’t much done to this new 300C on the outside, shy of some body colored bits and the platinum chrome goodies from the current production luxury package, this car shows how much potential there is to convert the 2013 Chrysler 300C into a sleek cruiser.

Like a proper SEMA show car, this 300 packs a super plush leather seating layout with two tone leather and contrasting piping that is clearly not something that would be offered from the factory. Like the other Mopar Katzkin leather options, this leather interior package offers that full custom look although it will come straight from a catalog. The interior also sports Mopar lighted door sills and the Mopar shift handle also found on the new 300-based Mopar 12.

The Mopar take:

The Chrysler 300 “Luxury” takes the premium feel of Chrysler Group’s ultimate luxury ride, the Chrysler 300, to another level. It is painted in a unique True Blue Pearl Coat with body-color grille surrounds around the platinum mesh grille. The car rolls on Mopar 20-inch satin carbon wheels, with Mopar logo center caps. The Mopar 3:91 rear axle and performance handling coilover kit help ensure a smooth, sturdy ride.

The interior is outfitted with Katzkin leather seats that provide a quilted, luxe look; other Mopar accessories are a leather-wrapped shifter, 300-logo floor mats, illuminated door-sill guards, and a bright pedal kit.