Friday, September 25, 2009

Mazda Builds First RX-8 Hydrogen RE for Norway

HIROSHIMA, Japan—Mazda Motor Corporation today announced that it has built the first Mazda RX-8 Hydrogen RE vehicle with Norwegian specifications, developed specifically for participation in HyNor, Norway’s national hydrogen project. The first unit will take part in ceremonies marking the official opening of HyNor’s hydrogen filling stations. The initial opening ceremony will be held in Oslo on May 11, 2009. The RX-8 Hydrogen RE will then undergo certification to meet local standards and will be used for maintenance staff training. Mazda plans to commence leasing of Norwegian specification RX-8 Hydrogen RE models in Norway in summer 2009.

Unlike the RX-8 Hydrogen RE currently being leased in Japan, the HyNor-specification Mazda RX-8 Hydrogen RE is based on the latest European-specification Mazda RX-8 with left-hand drive and a manual transmission.

The HyNor project aims to enable hydrogen vehicles to travel along a 580-kilometer stretch of highway by establishing a chain of hydrogen stations between Stavanger and Oslo in Norway. Mazda agreed to collaborate with HyNor on the project in November 2007 and began validation of the RX-8 Hydrogen RE’s driving performance on Norwegian public roads in October 2008.

History of Mazda’s hydrogen vehicle development

1991 Developed first hydrogen rotary engine vehicle, HR-X
1992 Conducted test drive of golf cart equipped with fuel cell
1993 Developed second hydrogen rotary engine vehicle, HR-X2 Developed MX-5 test vehicle equipped with hydrogen rotary engine
1995 Conducted Japan’s first public road tests of a hydrogen rotary engine vehicle, Capella Cargo
1997 Developed Demio FC-EV
2001 Developed Premacy FC-EV, conducted first public road test in Japan
2003 Announced RX-8 Hydrogen RE prototype
2004 Received MLIT approval for public road testing of RX-8 Hydrogen RE
2006 Started commercial leasing of RX-8 Hydrogen RE in Japan (eight models have been delivered to date)
2007 Signed agreement to provide RX-8 Hydrogen REs to Hynor, a Norwegian national project
2008 Commenced public road tests in Norway with RX-8 Hydrogen RE validation vehicle
2009 Commenced commercial leasing of Premacy Hydrogen RE Hybrid in Japan Produced the first Mazda RX-8 Hydrogen RE with Norwegian specifications

Thursday, September 24, 2009

First Drive: 2010 Lexus HS250h

Winnipeg, Manitoba - According to Lexus Canada, 60 per cent of luxury car buyers are looking for a hybrid option in the $40,000 range. The motivation is not simply the desire to purchase a luxury vehicle that gets excellent fuel economy, but apparently also reflects a growing consciousness in this segment supporting sustainable technology. Starting at $39,900, the all-new 2010 Lexus HS250h is a response to that demand.

The HS250h is a five-passenger, front-wheel drive sedan that is bigger than the Lexus IS, but smaller than the ES. It shares its platform with the European Toyota Avensis, but exterior styling is consistent with other Lexus vehicles. It is the first Lexus dedicated hybrid vehicle (in other words, there’s no non-hybrid HS available) and it is the first Lexus hybrid that uses a four-cylinder engine as part of the Lexus Hybrid Drive system.

n addition to its hybrid powertrain, the HS250h features materials and technologies that contribute to sustainable transportation, such as the use of Ecological (plant-based) plastics which are found in 30 per cent of the interior and trunk; increased volume of recycled plastics; electric power steering; infra-red cut glass (reduces infra-red rays into the cabin by 30 per cent); the use of an Exhaust Heat Recovery system to reduce engine warm-up time; LED tail-lights and available LED headlights. Coefficient of Drag is 0.27, and the HS250h emissions rating is Tier 2, Bin 3.

Three HS250h models are available, starting with the $39,900 Premium model. Leather seating surfaces with power driver and front passenger seats are standard, along with XM satellite radio and USB audio connectivity and 17-inch aluminum wheels.

Additional standard equipment includes 10 airbags, active front head restraints with whiplash protection, dual-zone automatic climate control, electroluminescent instrumentation, LED brake lamps, mirror-mounted turn signals, Lexus smart-key system with push-button start, power moonroof, vehicle stability control, traction control and hill-start assist.

The $41,900 Premium model with Sport Package adds a sport-tuned suspension, 18-inch aluminum alloy wheels, heated seats, sport pedals, a wallet-sized smart card key, and illuminated scuff plates.

Starting at $48,750 the Ultra Premium model features heated and ventilated memory seats with perforated leather, Remote Touch navigation tool, voice activated navigation system with integrated back-up camera,15-speaker Mark Levinson Audio system, auto levelling LED headlamps, 18-inch aluminum alloy wheels, power rear sunshade and auto-dimming side-view mirrors with integrated back-up camera.

Lexus expects 15 per cent of HS250h sales to be the Premium version, 50 per cent the Premium Sport Package, and 35 per cent the Ultra Premium.
As with all Lexus and Toyota hybrid vehicles, motive power for the HS250h is a gasoline engine and high-output electric drive motor and starter/generator that operate in conjunction with a storage battery (located behind the rear seat) that is charged by regenerative braking/deceleration. In combination, the HS250h’s 2.4-litre gasoline engine and drive motor can supply 187 net-horsepower. The transmission is an electronically controlled, continuously variable CVT automatic.

Four driving modes are available: Normal, Eco, Power and EV. In Normal mode, the HS250h returns 5.7 L/100 km combined city/highway (5.6 city; 5.9 highway). Eco mode reduces throttle response and air conditioning output, improving fuel economy by up to 7.2 per cent. Power mode provides a more immediate response to the throttle giving a sportier feel to the car, but results in a seven per cent fuel consumption penalty in comparison with Normal mode.

Tuesday, September 22, 2009

Audi R8 Part 3: Performance Review

When you think of the brand Audi, what comes to mind? Great design? Impeccable build quality? How about Quattro? The brand name of Audi's all-wheel-drive system, Quattro is nearly synonymous with the Audi brand itself. First introduced to the world in 1980 in international rally competition, Quattro and Audi went on to redefine rallying through sheer domination.

Not content with blistering the competition in rallying, Audi went on to great success with Quattro in road racing as well. So much success in fact that the German manufacturer's all-wheel drive system was banned nearly everywhere it went. Today, most sanctioning bodies do not allow all-wheel drive in their racing series thanks to Audi and its Quattro system. So when the itch to kick butt and take names with Quattro arose once again, what was Audi to do? It decided to scratch that itch by developing a mid-engine, range-topping supercar.

Built to celebrate the amazingly successful racing car with which it shares its name, the Audi R8 is a technological masterpiece that shocked the sportscar establishment with its amazing design, and more importantly, with its all-around competence. And while the R8 racecar was a rear-drive car due to the racing rulebook, the R8 street car employs Audi's famous all-wheel drive system to great effect.

When the motoring world first got its hands on the R8, rave review after rave review ensued. Let's face it, no one expected Audi to deliver such an amazingly capable supercar on its first try. The R8 amazed with its flexible and great-sounding 4.2-liter, direct injected and dry-sumped V8. It also blew everyone away with its drop-dead-gorgeous all-aluminum, supermodel body. But what really made the R8 move to the top of nearly everyone's wish list was its handling.

The handling of Audi's R8 is completely benign, allowing you to access its full range of talents without making you pay for any talent deficiencies behind the wheel. It redefines the supercar genre by banishing the intimidation normally associated with these types of cars, and instead inviting you to come out and play. This is the main reason the car has been so well received and reviewed by every single person who's driven it. So what makes the handling so special? Two things: an amazingly well-balanced, mid-engine chassis and Audi's Quattro AWD system.

Audi-owned Lamborghini provides the basis for the R8's chassis, which is based to a large degree on the Italian company's Gallardo. The low polar moment of inertia inherent in its mid-engine layout results in razor sharp directional transitions, but with its longer wheelbase and its less hard-core focus, the R8 not only rides more comfortably than the Lambo, it is also more forgiving.

Quattro plays a key part in the R8's handling dynamics in that it distributes power variably front to rear on the fly. With a maximum of only 35 percent of its power sent forward, the R8 maintains a rear-drive feel while still providing enough drive to the front to save you from your own foolishness. The added security of Quattro is what really makes the R8 such a joy to drive quickly because it doesn't leave you with sweaty palms like some other supercars, and in fact, makes anyone look like a better driver.

Consistent with the safety net that is Quattro, the massive eight-piston front calipers and four-piston rears provide serious speed-killing deceleration, delivering their g-inducing power stop after stop after stop. On a racetrack in the middle of a hot day in the Nevada desert, they didn't complain once, despite our complete lack of sympathy.

Audi's mid-engine masterpiece will cost you $109,000 before you start checking option boxes. Fully loaded up, you're looking $140,000 or so. And while there are faster cars out there for the money, there aren't any that give you the combination of accessible performance, stunning styling and everyday usability that you get with the R8. Truly a dual personality car, I can sum up the R8's performance envelope by paraphrasing the great Muhamed Ali in saying, it floats like a butterfly, and stings like an angry 420 horsepower bee.

Watch the video
Read Part 1: Design
Read Part 2: Interior & User Experience

Audi R8

Performance
- Acceleration: Great Quattro traction produces good acceleration numbers - amazing soundtrack - R-Tronic gearbox not as fast as other similar systems
- Handling: The single most entertaining aspect of the R8 - extremely rewarding - rear-biased Quattro willing to play hooligan when the mood strikes
- Braking:�Quattro system and mid-engine layout provide impressive braking performance... massive brakes help too

Design - Exterior:�Best looking Audi since the TT - can look a little awkward from some angles - lovely detailing
- Interior: Rich materials, great fit and finish and a driver-focused design equals a great interior - optional carbon fiber interior a must-have

Utility - Comfort: Great seats and ergonomics - aluminum construction allows for low and narrow sills which help ingress/egress
- Space:�Quite spacious for a mid-engined exotic - front trunk is deep, but will melt anything you place within it

Safety - Dynamics: Quattro system keeps you out of trouble and provides great stability, even in inclement weather
- Technology:�Two stage stability control system provides a welcome safety net along with four airbags and, of course, Quattro all-wheel drive

Value - Price: Based on the price of its most obvious competitors, an incredible value - options add up quickly though
- Mileage: If you remember that you\'re in an exotic supercar, the numbers are pretty satisfying�

Emotional Appeal - Heart thumpin' factor: Just looking at it makes you contemplate selling a kidney (and maybe a limb) to get one
- Fun to spank: Willing partner in hooliganism - happy to play the fool, or to cut through corners with precision and poise

SPECIFICATIONS

Layout:�Mid engine / All wheel drive
Engine:�4.2 liter, direct-injected V8
Power (SAE):�420 hp @�7800 rpm
Torque:�317 lbs-ft @ 4500 - 6000 rpm
Redline:�8250 rpm
Gearbox:�6 speed sequential manual
Curb Weight: 3580 lbs.
0-60 mph:�4.3 sec.�
1/4 mile:�12.7 sec. @ 112 mph�
Top Speed:�187 mph�
Mileage:�15 city / 22 highway
Base Price:�$109,000
Competitors:�Porsche 911 Turbo, Aston Martin V8 Vantage, Chevrolet Corvette ZR-1

Monday, September 21, 2009

Volkswagen Golf R: de krachtigste ooit

Op het salon van Frankfurt trekt een gespierde blauwe Golf alle aandacht. De diffuser, de dubbele centrale uitlaat, de kuipzetels, led’s onder de voorlichten en nieuwe bumpers maken duidelijk dat het hier om een speciaal exemplaar gaat. Onder de specifieke velgen priemen grote remschijven en op de achterzijde prijkt een ‘R’-logo. Dit is de krachtigste Golf ooit.

Vaarwel V6-motor

Zijn voorganger, de R32, had een 3,2-liter V6-motor. Die stond bekend voor zijn diepe sound en de vinnige respons. Zijn hoge verbruik deed hem echter de das om. De nieuwe versie volgt de downsizing-trend en heeft een betere verhouding tussen prestaties en verbruik. De Golf met de zescilindermotor is definitief verleden tijd. De nieuwe 2.0 TSI viercilindermotor presteert uitstekend. Hij produceert 270 pk en het koppel van 350 Nm is beschikbaar over een heel breed toerentalgebied. Je kunt kiezen tussen een manuele versnellingsbak of een bak met dubbele koppeling. De prestaties doen de vorige versie gauw vergeten: in 5,5 seconden spurt de Golf R van 0 naar 100 km/uur en zijn topsnelheid bedraagt 250 km/uur. Hij legt de kilometer met stilstaande start af in slechts 25,4 seconden. Een opmerkelijke tijd voor een compacte auto.

Vierwielaandrijving

Met een vermogen van dit kaliber zouden de voorste banden snel in rook opgaan. Volkswagen opteerde dan ook voor een evolutie van de vierwielaandrijving met erg korte reactietijd. De voorwielen krijgen het meeste vermogen te verwerken, maar als het nodig is, kan het vermogen zelfs voor 100 procent naar de achteras gestuurd worden.

Peugeot BB1: stadsmus

Peugeot stelt op het salon van Frankfurt het concept voor van een volledig elektrisch aangedreven stadswagentje. De BB1 is alleen bedoeld voor stadsverkeer en biedt enkele innoverende oplossingen. Of hoe kan je vier passagiers kwijt op 2,50 m lengte?

Tweewieler

Het interieur verrast. Geen stuur en pedalen, maar een stuur en bedieningen die geïnspireerd zijn op die van een motorfiets. De achterpassagiers zitten als op een tandem dicht achter de voorstoelen. Om de achterpassagiers genoeg hoofdruimte te geven, kreeg de achterklep een dubbele bult, net zoals bij de 308 RCZ. De koffer is erg ruim en kan 160 tot 855 liter bergen.

640 Nm

Voor de aandrijving zorgde Michelin. In ieder achterwiel bevindt zich een elektrische motor van 7,5 kW. Het vermogen kan pieken tot 10 kW, maar het is vooral het indrukwekkende koppel dat opvalt. Per motor komen er niet minder dan 320 Nm vrij. De BB1 accelereert in 2,8 seconden van 0 naar 30 km/uur. Van 30 tot 60 km/uur heeft hij 4 seconden nodig. Door de topsnelheid van 90 km/uur is de BB1 beperkt in het gebruik. Lithium-ionbatterijen zorgen voor een autonomie van 120 km.

Sunday, September 20, 2009

2009 Alfa Romeo MiTo

The Alfa Romeo MiTo, brand new for 2009 from the Italian luxury car manufacturer, makes a true attempt at being an accessible and affordable Italian sports car. While calling it a "sports car" is a bit of a stretch, the MiTo should offer spirited driving and decent power in a sport compact car package.

Scarcely larger than a Mini Cooper, the Alfa MiTo pulls 153 horsepower from a tiny 1.4 liter 4-banger, due to advanced turbocharging technology. Designed to be a sporty yet affordable alternative to the 2009 Alfa Romeo 8C, the MiTo sport compact car weighs less than a Honda Civic and should be a joy to throw through the esses, and easy to drive in traffic as well.

Alfa Romeo has not released cars for the US market in several years, but both the 8C and the MiTo are coming back to the United States. Look for the Alfa Romeo in Europe as a 2009 model and in North America for 2010. Look for a 1.8 liter MiTo model soon to follow.

Drivetrain
Layout Front Engine, FWD
Transmission 6 speed Manual with Alfa Romeo Autonomy Program
Final Drive Ratio 4.18:1
Engine
Horsepower 153 hp @ 5500 rpm
Torque 170 lbs.-ft @ 3000 rpm
Displacement 1368 cc
Bore X Stroke 72.00 mm × 84.00 mm
Engine Type 1.4 Liter Turbocharged 4 Cylinder
Compression Ratio 9.80:1
Exterior
Wheelbase 2511 mm
Front Track 1483 mm
Rear Track 1475 mm
Width 1721 mm
Height 1446 mm
Curb Weight 2524 lb. (1145 kg)
Performance
0-62 mph (0-100 km/h) 8.0 sec
Top Speed 134 mph
Coefficient of Drag 0.290

Saturday, September 19, 2009

Cadillac CTS-V Sport Wagon Confirmed? Not Yet

Rumors began flying earlier today that Cadillac officials had approved for production the go-fast CTS-V wagon, and we were as skeptical as we were excited. Now Cadillac’s PR people tell us there’s no substance to the rumors; while it’s not impossible that such a model will exist, there’s currently no concrete plan to build a V wagon. Color us disappointed, as we love anything that can haul butt and plywood.

The sedan and upcoming coupe models of the hot Caddy are still alive. We’ve been wishing for the five-door CTS-V for over a year now, as evidenced by a list of our dream wagons, and will continue to do so. In the meantime, we can be consoled by news that the latest Mercedes-Benz E63 AMG wagon will indeed be available here. It could still use some American competition, though

Race-Fix Allegation Rattles Formula One

For the last month, Formula One auto racing has been shaken by allegations from a back-of-the-field driver that a crash arranged by his Renault racing team in last September’s Singapore Grand Prix enabled Renault’s lead driver to leap from a midfield position to an upset victory.

Many in the sport fear that if the allegation is proven it could be the equivalent of the 1919 Black Sox World Series for Formula One: a scandal that tops all previous upheavals and one that rocks the sport’s already shaky finances, threatening billions of dollars of investment by some of the world’s largest auto companies and corporate sponsors.

Those fears appeared to be confirmed Wednesday when the British-based Renault racing team — financed at a cost of perhaps $300 million a year by the Paris-based automaker Renault — announced it would not contest the allegations when Formula One’s governing body, the International Automobile Federation, also known as FIA, convenes a tribunal to hear the charges in Paris on Monday. The tribunal’s powers include banning Renault from the sport.

“The Renault Formula One team will not dispute the recent allegations made by the FIA concerning the 2008 Singapore Grand Prix,” the team said in a statement.

The statement said the two men who allegedly set up the crash, both veterans of past championships, have left the team. Flavio Briatore, a 58-year-old Italian, was the team’s managing director, and Pat Symonds, a 55-year-old Englishman, was the engineering director.

The Renault team did not return telephone calls.

The day’s developments represented the greatest crisis in the history of a series that has cast itself as the pinnacle of international motor sport, and as a showcase for aerospace-style, groundbreaking technologies that Formula One insiders believe give their series an edge over the more tightly restricted, cost-conscious engineering formulas of Nascar and the Indy Car series that dominate American racing. Formula One claims a worldwide television audience of several hundred million.

There had been no allegations of race fixing in what is now known as Formula One since the 1933 Tripoli Grand Prix.

But Formula One’s stability was shaken before the recent race-fixing scandal by other events, including the imposition of a $100 million fine on Britain’s McLaren-Mercedes racing team two years ago after it was found to have obtained secret technical documents from Italy’s Ferrari team.

Briatore announced last week that he had launched a lawsuit in France. It says the crash allegations were part of an attempt by the 24-year-old driver Nelson Piquet Jr. of Brazil and his father to “blackmail” the team into keeping the younger Piquet as one of its two drivers.

The senior Piquet was a three-time Formula One world champion in the 1980s.

The younger Piquet was fired midway through this year’s 17-race schedule of races in Europe, Asia, the Middle East and South America. The 2008 Singapore race came near the end of his first season in Formula One. At the time he was under heavy pressure after a series of lackluster performances and an inability to match the speed of his teammate, Fernando Alonso, the winner of two Formula One championships with Renault.

Soon after his last race with Renault, Piquet and his father approached the federation with their allegations, details of which have been leaked to reporters covering Formula One, along with transcripts of the governing body’s interviews with those involved. The Piquets said that the younger Piquet was told at a Singapore meeting with Briatore and Symonds that they wanted him to crash at a narrow spot on the track shortly after an unusually early refueling stop by Alonso. The plan, the Piquets said, was for debris from the crash to slow the field behind the safety car, allowing Alonso to seize the lead as the early front-runners made their own refueling stops.

Piquet crashed on the 14th lap of the race, after Alonso’s refueling stop on the 12th lap, bringing out the safety car. Alonso went on to win.

Nothing in the leaked documents showed Alonso was aware of the plans for the crash. He has declined to comment, pending the Paris tribunal.

According to the leaked documents, the younger Piquet said he was “in a very fragile and emotional state of mind” when he was asked to crash, because Briatore had refused to say whether his contract would be renewed for 2009. Symonds was quoted in the documents as saying it was the younger Piquet who raised the possibility of a crash.

For Formula One, the potential impact runs beyond the risk that Renault will be forced out of the series or quit it. The tribunal will hear claims that the Renault team managers organized the crash to snatch an upset victory that would persuade Renault bosses in Paris, looking for cost savings in the midst of a worldwide slump in car sales, not to pull out of Formula One.

If Renault left Formula One, it would be the third major motor manufacturer to quit in the past nine months, after Honda and BMW. With only teams financed by Mercedes-Benz, Toyota and Fiat, the owner of Ferrari, left to draw on the resources of major car manufacturers, Formula One could be forced back to an era when starting grids were composed mainly of small independent teams, without the finances to develop the high-technology engines and aerodynamics that are at the sport’s core.

Mazda2 Confirmed for America “Late 2010″

These days, journalists on the automotive front lines are just as likely to get wind of a new product announcement through Facebook than through any car maker's official press site. Companies like Mazda have figured out that even journalists don’t want to be checking their press sites every day – but we must see a picture of the world’s largest cheeseburger, posted by our elementary friend we haven’t spoken to in 20 years.

Regardless of how we get the news, today we got some very, very good news for North American car fans through Mazda’s Facebook account:

Mazda North America: At dealer meeting today, Mazda confirmed that the MAZDA2 subcompact car will be sold in the U.S. in late 2010.

“You’ve asked us for it for a while now, and we’ve been studying the market to make sure we can make a business case for it across North America,” O’Sullivan told the assembled dealers. “As consumers’ tastes and attitudes toward small vehicles have changed, we now believe strongly there is a place in our lineup for a car below our current least-expensive car, the MAZDA3. MAZDA2 will be true to everything that makes our cars stand apart from the competition: it will be stylish, fun-to-drive and a heck of a value. In short, it will be Zoom-Zoom.”

Since the Mazda2 is based on a similar chassis as the upcoming Ford Fiesta (made popular online thanks to Ford’s Fiesta Movement program), it only makes sense to bring the new 2 here as well, right? Mazda confirmed to Motor Trend that it will make its debut at the upcoming LA Auto Show.

Nothing else is known at this time. No word if it will be sporting the European turbo diesel motor (unlikely) or if a Mazdaspeed2 is also in the works (probably, but not likely to see our soil any sooner than 2011.) What we do know, is that it looks fantastic and would look great in the Driving Sports garage

Friday, September 18, 2009

New model hits Bahrain's roads

Following on from the successful launch of the fifth-generation BMW 7 Series 740Li and 750Li models last year, the new BMW 730Li has made its much anticipated debut in Bahrain.

The new addition to the flagship BMW 7 Series model range is set to strengthen BMW's position in the premium segment with the latest in automotive innovation and technological development, which the maker's say offers unrivalled performance, luxury and style.

The fifth-generation model has boosted car sales this year across the region, with Middle East sales of the BMW 7 Series achieving 2,077 units during the first half of 2009, a 73 per cent increase on the same period in 2008.

"The new BMW 7 Series has been immensely popular in the Kingdom of Bahrain and has remained one of our best selling models since its launch last year, consistently contributing to our overall sales growth. The new BMW 730Li model offers stylish design, outstanding performance, luxury, power and sheer driving pleasure," said Zayed Al Zayani, managing director of Euro Motors.

The new BMW 730Li enters the Bahrain market with a six cylinder engine, a top speed of 245 km/h and acceleration from 0-100 km/h of 7.7 seconds.

A class-leader in emissions reduction, the new 7 Series has been designed around BMW's robust EfficientDynamics strategy - encompassing many technology innovations to offer outstanding performance and a reduction in fuel consumption and CO2 emissions.

The cockpit has been designed to promote the sheer pleasure of driving. The latest generation of BMW's trendsetting iDrive control system, the simplest and most user friendly control system in its class, features a 10.2 inch display with a high-resolution graphic presentation, enabling easy control of the car's entertainment, information, navigation and telecommunication functions.

New safety and comfort features have been integrated into the range, including Integral Active Steering to improve manoeuvrability and safety at low and high speeds, Driving Dynamic Control for variable drive settings depending on road conditions and iBrake - a function that pre-tensions the braking system if the system detects a possible collision.

Active and passive warning systems such as the Lane Change and Lane Departure Warnings ensure that the driver stays within lane limits.

The BMW 7 Series also comes with a wide range of comfort touches and innovative entertainment options, including an audio system with hard-disc memory and AUX-in sleeve featured as standard. A USB port, multi-channel audio system, DVD system in the rear, four-zone automatic air conditioning, active seat ventilation and massage seats all combine to show how this new range is the leader in luxury.

The BMW 730Li is available in Bahrain at Euro Motors.

Thursday, September 17, 2009

Porsche's 50th Anniversary

t was the ultimate Porschefile's "Love In." Porsche cars and Porsche people from all over the world gathered during the Monterey Historic Auto Races/Pebble Beach Concours d'Elegance weekend in August, to celebrate what Ferdinand hath wrought. And those who weren't there in person were certainly represented in spirit.

Historic sights and sounds were everywhere: breathtaking 917s and 935s, driven in anger on the Laguna Seca race course by the racing legends who piloted them "back then"; more 550 and other Spyder variants than we've ever seen in one place at one time; hundreds, perhaps thousands, of Porsches filling the lots and hillside parking places; our own C. Van Tune, slashing at the wheel of an open-wheel F2 machine from the Porsche Museum.

Pebble Beach did its part, as well, presenting several special Porsche classes, though Best of Show honors were bestowed upon John Mozart's most deserving '38 Bugatti Type 57SC Corsica Roadster. Jerry Seinfeld, who is one serious collector, was on hand to display a significant pair of Porsches: the first built-and last built-air-cooled 911s; the "first" being Dr. Porsche's personal ride.

Events to remember, they were; appropriate tributes to the people, machines, and company that have forever changed postwar motorsport and the world's definition of a sports car. Laguna Seca announced that the Saturday attendance at the Historic Races was the largest single-day motorsport crowd in the history of the track; if you didn't have tickets, and weren't there by about 1 p.m. or so, you probably wouldn't have gotten in.

And they said Woodstock was a big deal.

Pebble Beach: On The RoadMotor Trend Sponsors First Annual Pebble Beach: The TourThe Pebble Beach Concours d'Elegance, held each year at The Lodge in Pebble Beach, California, is perhaps the world's most significant car show. But Pebble Beach has been under attack recently-mostly by the European media-because, as with most concours, it's essentially a static display. "Cars are moving objects-they should move more!" cried the critics. And now, they do.

Pebble Beach has taken about 45 percent of its show on the road, for the first time ever. Co-sponsored by Audi and Motor Trend, this new rolling concours is dubbed Pebble Beach: The Tour. "We felt it was time to get away from the reputation of hosting only 'trailer queens,'" notes Jules Heumann, cochairman of the Pebble Beach Concours d'Elegance. The Tour took place on the Thursday prior to the Concours. And it wasn't just a quick lap around the golf course: The 46-mile route began at the Pebble Beach Equestrian Center before meandering through Monterey's historic Cannery Row. Then it was up and over the Laurales Pass, a twisty, climbing mountain road that has left newer cars gasping for air or radiator water. After an alfresco lunch at the Holman Ranch, it was back down the hill via Highway 68-passing by Laguna Seca Raceway-then through downtown Carmel. From there, the entrants returned to Pebble Beach for a final stamp of the event passport, and a much-welcomed glass of champagne. All but four of the 70-plus cars made it.

My ride in The Tour began in a '31 Cord L-29 convertible sedan, ably chauffeured by Thomas and Pat Bourn of Haynesville, Louisiana. The Bourns have owned this elegant tourer nearly 30 years and recently restored it themselves. The story goes that this particular Cord was purchased new by President Hoover, as a gift for the president of Uruguay.

Audi S4 Avant Sportec

An aboriginal Audi S4 Avant produces 333ps, but it seems that this abundant ability is not abundant for the tuners from SPORTEC. That is why they additional up the agent to 425ps and 520Nm of torque. The aftereffect is 0-100km/h for 5.2 seconds. The top acceleration is electronically blocked at 250km/h.The upgrades are anew programmed agent ascendancy and the accession of a sports air filter. A appropriate sports silencer with four end pipes – two pairs on either ancillary appropriate and larboard – accommodate a added adventurous sound.
A braking arrangement on the advanced axles continued to 380 millimetres ensures bigger braking power. On the added duke anatomy approval has been bargain as Sportec has adapted the Audi with a abeyance kit beneath by a accelerating 25 millimetres.
In accession the Sportec RS425 is adapted with 9J x 20 inch ample failing metal rims amidst by 245/30 tyres.
The Audi S4’s new attending is angled off with a diffuser at the rear and a addle-brain at the front, both of which are fabricated of carbon.

Wednesday, September 16, 2009

Lamborghini Reventón Roadster offical details

Lamborghini has today released official details of what it calls “the ultimate driving machine among open-top two-seaters” – or as we known it, the Reventón Roadster.

Open-top sports cars are a tradition at Lamborghini that stretches back more than 40 years. In 1968, the company from Sant’Agata Bolognese built a Miura without a fixed roof as a one-off. The Diablo Roadster appeared in 1995 with its targa roof anchored to the engine cover.

With an avant-garde approach to design, or is that sculpture, the Reventón Roadster draws much of its design from aviation, or specifically the aggressive wedge shapes of fighter jets.

The powerful arrowhead front, mighty air intakes, broad side skirts and upwards opening scissor doors all give the car not only a menacing look, but also contribute functionally to the Roadster’s function.

Reventón Roadster measures 4700mm long with a wheelbase of 2665mm, is 2058mm wide and 1132mm high. The driver and passenger seating positions are low and sporty, separated by a substantial central tunnel.

Behind the two seats are two hidden pop-up bars that deploy upwards in just a few hundredths of a second in the event of an imminent roll-over. A fixed, horizontal wing-shaped member behind the seats bears the third brake light.

The design of the Roadster’s long back is also quite distinct from that of the Coupé. The engine bonnet is virtually horizontal and a total of four windows made from glass provide a view of the mighty V12.

With a dry weight of just 1690 kilograms the Reventón Roadster uses the same stiff bodyshell base as found in the Coupé with minimal reinforcement used in key areas for additional rigidity. These additions make the Roadster only 25kg heavier than the Coupé.

Paintwork for this exclusive special edition is a new shade of matt grey called Reventón Grey. The wheels of the Reventón Roadster also incorporate the interplay of matt and glossy elements.

The five spokes of the rims each bear a Y-form, and on each spoke are mounted small crescent-shaped wings made from matte carbon. These provide not only an unusual visual impact, but also a turbine effect that further improves cooling of the mighty ceramic brake discs.

“The Reventón is the most extreme car in the history of the brand,” comments Stephan Winkelmann, President and CEO of Automobili Lamborghini.

“The new Roadster adds an extra emotional component to our combined technological expertise – it unites superior performance with the sensual fascination of open-top driving.”

Inside the Reventón Roadster a powerful design blends what is an ergonomically structured cockpit with functional, clear and concise instrumentation featuring two transreflective and one transmissive liquid-crystal displays. The instruments are mounted in a casing machined from solid aluminium, which is housed in a carbon-fibre dashboard.

Powering the Reventón Roadster is a Lamborghini icon – the 6496cc V12 – one of the world’s most powerful naturally-aspirated engines. The unit develops 493kW of power at 8000rpm and maximum torque of 660Nm from 6000 revs deliver to all four wheels via Lamborghini’s Viscous Traction permanent all-wheel-drive.

The V12 engine features two chains to drive its four camshafts that, in turn, operate the 48 valves. Together with the three-phase adjustable intake manifold, the variable valve timing delivers a meaty torque build-up. Dry sump lubrication ensures that the hi-tech power unit has a constant supply of oil, even under heavy lateral acceleration.

Zero to 100km/h is dealt with in a staggering 3.4 seconds with the Roadster’s top speed being an equally impressive 330km/h.The open-top Reventón is not only one of the fastest, but also one of the most exclusive cars in the world with fewer than 20 Lamborghini friends and collectors able to own this extraordinary car.

Each Reventón Roadster will be built on the Sant’Agata Bolognese production line, will sell for
€1.1 million (plus taxes) and deliveries will begin in October.

Tuesday, September 15, 2009

BMW Z4 2010, a dream car !

Uncle Robert put in 40 long years at a Montreal newspaper, but was never able to own one of the luxury sports cars that he’d been dreaming of since his youth. A limited budget and family obligations were no doubt what held him back. Sure, over the years he did own a MGB, a Camaro Rally Sport and a Rabbit GTI, but these cars were a far cry from a Porsche 928 or a Lotus Esprit.

As someone who’d always loved roadsters, Robert had vowed to himself that when he retired he’d finally get his dream toy. And I certainly don’t need to tell you that over the last 15 years, the object of his desires changed more often than can be counted. First it was the Boxster, then a S2000, then a Lotus Elise, and even a Corvette. But despite these passing fancies, BWM roadsters always held a special place in his heart – probably thanks to the magnificent 507. Robert’s infatuation with the little Z1 (which unfortunately was never sold in Canada) gave way to a major crush on the Z3 launched in 1997 (despite the fact that this vehicle really never offered anything too exciting under its hood).

From that point onward, dear Robert suffered from palpitations every time BMW modified the Z3, like when the 2.8 and 3.0 versions or the latest M Roadster arrived. And then came the Z8. Oh, joy. Oh, bliss. In Robert’s view (and I’m inclined to agree with him), the Z8 was BMW’s most beautiful car ever, something that would inspire designers for decades to come.

Obviously, Robert knew that this collector’s item would never make its way into his driveway. But with the 2003 arrival of the Z4, new aspirations were set, and these ones looked a lot more realistic! In fact, in the years that followed, several of Robert’s friends bought Z4s, and it became abundantly clear to him that this vehicle would be his companion of choice. Just a few months after retiring, Robert was poised to buy a Z4, until…he saw photos of the entirely redesigned Z4 online. This one was more distinguished, more aggressive and even more attractive. That decided it: he would bypass the 2007 Z4 and head straight for the 2010 Z4. Once this decision was made, Robert did not delay. He now drives a superb black 2009 Z4 with a dark red interior. Forty years of hard work finally paid off with the sports car of his dreams.

A car owner in paradise
When it was my turn to get behind the wheel of a Z4, I certainly had our proud friend Robert in mind, remembering how he’d found a new life driving under the open skies and how he just couldn’t stop praising the merits of his new sports car. But of course, I couldn’t simply take his word for it…

Admittedly, I also had a soft spot for the Z4 and thus my expectations were very high, if not too high. In fact, in my view the Z4 had always seemed more sporty and more refined than its rivals, even though it could never pretend to be as agile and sharp as a Porsche Boxster. The question was would the Z4 live up to my expectations?

And I have to say that it did, even though I’d be lying if I said no aspect of the vehicle disappointed me. Sure, I was as charmed as everyone else by its sensational lines, its long nose and aggressive characteristics, like the superbly integrated retractable roof. I also really loved the sober and modern interior featuring impeccable quality material. Both the seats and the amount interior space were improved, making long drives all the more pleasurable.

That said, the addition of the retractable hard top resulted in a slight increase in weight and led to some unfortunate sounds that really do not befit this type of vehicle. Ok, they managed to conserve a minimum amount of free space in the trunk, even when the roof is down. And I must admit that the roof’s opening and closing function is both fast and excellent. But nonetheless, it is unacceptable that a vehicle of this calibre let out those kinds of noises. Too bad.

No M, but…
Currently there is no M version of the latest Z4. But it shouldn’t be long until we see one. In the meantime, you should know that the sDrive35i version I tested comes with an absolutely fantastic engine – probably the best that BMW offers. It’s a 3.0-litre V6 with two small turbochargers, which give it fantastic flexibility, 300 hp and a generous amount of torque, even at lower speeds. The result is exotic performances for a fuel consumption of about 11.5 litres per 100 km.

Obviously, the sDrive35i comes standard with a manual six-speed gearbox, which is as magnificent as ever. However, you can opt for a sequential double-clutch transmission (borrowed from the M3), which adds another dimension to this roadster. Personally, I prefer the manual, but I admit that the sequential gearbox is pleasant to use and allows some very fast gear shifts.

People who aren’t necessarily looking for exotic accelerations should know that the sDrive30i version is also quite remarkable. Its naturally aspirated engine delivers 45 fewer horses, but in terms of flexibility and performances, it’s just as good. In this vehicle, you can go for either a manual or automatic transmission, both of which are 6-speeds.

Nothing but fun
Roof up or down, the Z4 is all about fun. In either case, visibility is great and onboard turbulence is non-existent. When driving on the highway, you’ll appreciate the vehicle’s firm steering, exceptionally well-calibrated suspension and great overall balance. Plus, the fact that you’re sitting right over the rear wheels with the car’s long nose stretching out in front of you gives you the most amazing feeling as you take it for a spin. It’s quite something!

Despite a few technical improvements, the 2010 Z4 seemed a little less agile than its predecessor, in my view. I mean, nothing major, but I found it harder to tame this puppy, probably because it’s longer, wider and heavier. Don’t get me wrong, I’m not saying it handles less well, it’s just that it’s a little less sharp. And it’s possible that I got this feeling because the vehicle I tested had a sequential gearbox instead of a manual one.

Regardless, the Z4 is very sporty and fun to drive. Plus, it’s well adapted for all styles. In fact, it’s now available with three modes: normal, sport and sport+. The simple push of a button will modify certain parameters to give you better comfort or better performance, whichever you’re looking for.

One thing is for sure, BMW managed to improve the Z4 while maintaining the same level of passion and pleasure. Robert could certainly tell you more about that! Yes, it’s been gentrified somewhat, but that just gives BMW the opportunity to make the Z2, a second roadster which should come out next year.

Steenstra Styletto all-electric vehicle gives Tesla a run for its money

Looks like the kids at Tesla have a little competition in the battery-powered sports car stakes. The brainchild of an auto industry consultant and designer named Cornelis Steenstra, the Styletto is apparently the first 200-mph-plus super sports car to be built in California. Sure, sure it is... perhaps a certain Steenstra GCM would like to lend us one so we can see for ourselves? No? In that case, it looks like we'll be waiting until its formal introduction at the 2010 Pebble Beach Concourse d' Elegance. (That's OK -- we were planning on being there anyways.) The company hopes to have 'em available for purchase in 2013, but in the meantime, do yourself a favor and hit the read link, where AutoBlog has all the PR and gallery action your heart craves.

Bugatti Galibier 16C Concept Previews Possible Super Sedan

This year is an important one for Bugatti. Not only does 2009 represent the centenary of the legendary marque but it also now marks the unveiling of a super sedan that may constitute the future plans of the company. One hundred years to the month since the company was founded by Ettore Bugatti, we now have our first look at Bugatti’s latest concept: the 2009 Bugatti Galibier 16C.

Speaking previously, Bugatti chief Franz-Josef Paefgen revealed that there are in fact three proposed designs for the next-gen Bugatti. This news mates well with what Bugatti officials told TheCarConnection in July, which is that the Galibier 16C is in fact a design model being shown to clients and dealers.

According to a new report, the concept may go into production once the run of Veyron’s have come to an end, expected to be sometime in 2012.

The Galibier 16C is constructed from a mix of aluminum and carbon-fiber, which will ensure that it is the lightest car in its class. The body itself is made of polished aluminum and dark blue carbon fiber reinforced plastic (CFRP), and LED lights flank each end.

Styling is borrowed from the Bugatti Type 57 Atlantique, including the historic model’s hatchback and spine design elements. Inside, there’s space for four and a large wooden dash that is dominated by two centrally mounted dials showing available power and speed. A removable clock manufactured by Switzerland’s Parmigiani also features.

Although no technical details have been revealed, the Galibier 16C is thought to feature the Veyron’s 8.0-liter 16-cylinder engine and an output of around 800 horsepower, though it does away with the four turbos and replaces them with a two-stage supercharging system. Another key difference is the installation of an 8-speed automatic transmission rather than the Veyron’s advanced dual-clutch unit.

A final decision on possible production plans of the Galibier 16C is expected by the spring of 2010. In the meantime, Bugatti has its hands full filling current order lists. The company only has 50 spots left for the Veyron, of which the total build will be 300 units. The Grand Sport model, which is limited to just 150 models, has already received several dozen orders.

Monday, September 14, 2009

Berlin - Hitler's Beetle Designed By Jew

Berlin - A Dutch journalist and historian, Paul Schilperoord, has alleged in his new book Het Ware Verhaal van de Kever ("The True Story of the Beetle"), to be released later this month, that Ferdinand Porsche's iconic Beetle, officially commissioned by Nazi dictator Adolf Hitler, may well have been taken from a design by a Jewish engineer identified as Josef Ganz.

In 2004, Schilperoord picked up an old edition of a magazine called Automobile Quarterly. In it, he discovered an article that claimed that, contrary to popular belief, the Beetle's original designer was not Hitler but rather a Jewish man, Ganz.

Intrigued by this assertion, Schilperoord embarked on five years of extensive research which ultimately led to him publishing his forthcoming book.

Over the course of his investigations, Schilperoord unearthed the Beetle's true history - one vastly different from the one that the Nazi regime had us believe.
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Whereas the Nazi version of the Beetle's origins is that Hitler came up with the idea of a "People's Car," a car that would both cost less than 1,000 Reichsmark and simultaneously carry up to five people across the country at speeds of up to 100 kilometers per hour.

But Schilperoord's account differs sharply. He claims that Ganz had outlined the Beetle concept a decade before Hitler claimed to have conjured up the idea of the then-revolutionary automobile.

According to Schilperoord, "In 1929, Josef Ganz started contacting German motorcycle manufacturers for collaboration to build a Volkswagen prototype. This resulted in a first prototype built at Ardie in 1930 and a second one completed at Adler in May 1931, which was nicknamed the Maikefer (May-Beetle)."

Although Porsche and Hitler made no mention of Ganz's contribution, Schilperoord claims that "Hitler's" Beetle, which came into production 10 years later, could only have derived from Ganz's work.

Lacking the financial backing to put his project into action, Ganz was appointed editor-in-chief of a car magazine, Klein-Motor-Sport, and simultaneously took up positions as a technical consultant to both Daimler-Benz and BMW, where he "developed his first cars featuring independent suspension with them," Schilperoord told The Jerusalem Post.

Schilperoord also claims that there are too many of Ganz's hallmarks to be in any doubt that the Beetle that was eventually mass-produced in the 1930s was derived from his original design. "Even the name Volkswagen was originally Ganz's," noted Schilperoord.

Ganz spent most of his life fighting to reclaim proprietary rights over the Volkswagen, but failed. He escaped two assassination attempts in the 1930s and finally opted to stay in Switzerland. He died in 1967.

Editorial: How GM Tried to Win Me Over, Part Three

While driving the Buick LaCrosse, I asked Line Director Jeanne Merchant a question: what could she tell me about reliability that would persuade me, a satisfied Toyota owner, to jump ship? Merchant gave a pretty good answer, but I was busy trying not to run over traffic cones. In a subsequent phone interview, Merchant said reliability starts early in the process. From design to component testing, from durability tests to audits and feedback, from computer modeling to real world testing, they make sure every part of the car and all its systems are built right and performing to specification. And they take it very, very seriously. “The LaCrosse is very personal to me,” Merchant said. “I’ve worked with it for years. Everybody else involved feels the same way. And the same goes for the other product lines.” Process and passion. Is it enough?

After hanging-out with the front line troops, I believe GM’s employees are fully committed to product excellence. But the product, manufacturing and service providers all depend on GM’s top management for critical support in delivering customer satisfaction and value. They’ve got to have top management support to make the hard decisions to put customer satisfaction and value first—even if it’s going to cost GM some money.

I asked two of the product managers, “Does Bob Lutz help you build better cars?” The first one I asked was taken aback. There was a moment of silence. He swallowed, started to speak, stopped and then, slowly, said, “Y-e-s.” I waited a minute. He didn’t elaborate.

The second manager I asked leaned back in his seat, tipped his head to the side, looked thoughtfully at me for a moment and then said, “Yes and no.” Apparently, there are things the troops want and don’t want in the vehicle. And then there are things top management wants and doesn’t want. Two guesses who wins that debate.

Lutz is just the most visible and outspoken GM executive. But he’s symbolic of GM’s top down management style. CEO Fritz Henderson told us the New GM would put the customer first. But the morning’s events left me with the overwhelming impression that nothing has changed at GM, and nothing is likely to change. The good people at the sharp end must still bend their will to executives; heavy hitters with a tin ear for the advice given by the people who really know how to make great cars.

Did GM Win Me Over?

To get an actual sale from me would be tough. I want a very quiet car with exceptional fuel economy and good interior room at a good price. I want a decade of reliable, trouble-free motoring, because that’s what I have now and it’s worth a lot of money to me to keep it. Dave wants the same things, too.

GM employees were only happy to address these issues. But finding a way to reassure me that GM is on track for Prius-beating answers was not an official part of the days’ events.

Dave is a very focused guy. His benchmark is Hyundai’s 10/100 warranty. He won’t have to worry about his two cars for quite some years after they’re paid off and he likes it that way. He mentioned this requirement to GM people at the track or whenever the opportunity presented itself.

He sat beside me through Lutz’ talk and heard Lutz say, “I get letters telling me, ‘you should offer a 100 thousand mile warranty.’ I tell them, ‘We have a [five year] 100 thousand mile warranty!’” I actually heard Dave snort. Maybe I don’t know Dave as well as I think I do, but I’d bet his decision didn’t take very long. “No 10/100? Well, thanks for the rides. Be seein’ ya.”

GM didn’t win Dave over.

The people I talked to at the Proving Ground made a very favorable impression on me. Most of the cars made a very favorable impression on me. I liked the LaCrosse quite a bit. I liked the Cruze interior very much, and I’m sorry the car couldn’t be driven. In a world without a Prius, I would be the target market for that car. Yes, I’d rate the Malibu “not as good” as the Camry, but it’s still pretty good. There are cars in the GM lineup that appeal to me.

If GM had flown me from the Twin Cities to Detroit at lunchtime, brought me straight to the Proving Ground and walked me right out to the cars, GM would have won. But GM brought me to Detroit twenty-one hours early and exposed me to GM’s top management.

Lutz seemed convinced that five years coverage is as good as 10. He wanted me believe that GM is a victim of a “perception gap”— when we know that GM is actually a victim of its own reputation and many years of failing to put the customer first. The party line is that GM quality is right up there with the leaders, but GM won’t back the cars as though they believe it. Henderson didn’t add anything concrete.

GM failed to provide a compelling reason to believe that GM products will deliver the 10 year reliability that I, and millions of other motorists, expect. They could have shown me some engineering excellence up close and personal. See? This is where we beat the competition. This is the difference between us and them. They didn’t.

The message I received from my junket: GM’s top management doesn’t think they have to deliver the goods on customer satisfaction. They believe I can be manipulated into believing whatever they want me to believe about GM, and that the appearance of caring for the customer is more important than the care the customer actually receives.

GM didn’t win me over, and, frankly, I feel pretty bad about it.

While I was on the phone with Jeanne Merchant and Randy Fox, Randy asked a couple of leading questions. I told them how the story was going to end. I explained my lack of confidence in GM’s top management. I didn’t feel that they would leap on an opportunity to fully resolve—and learn from—a customer satisfaction problem. I asked Merchant what she thought about that.

What’s most painful to me is the feeling that we’ve let the customers down. I’ve been involved in recalls and they’re painful but we do the right thing. I keep pushing until we do the right thing.

No wonder the real journalists drink. You meet some great people on these junkets, but if you pay attention, the story just doesn’t go their way. Maybe GM will call in a crack re-write team. Meanwhile, no sale.

Ferrari-edition Fiat 500 Prototype Spied in the Wild

Ecco! Ferrari edition Fiat 500 prototype spotted in the wild. It’s preproduction, 180bhp, Ferrari authorized (with Ferrari shifter), for only 40,000€. It was supposed to be covered up, but being an American, I accidentally pulled the cover off trying to get a BMW CSL out. It was sighted at a racing company in Kelburg, next to the Nurburgring. The owner of the racing shop said it’s overpriced, but drives like a demon.

Last year, Fiat delivered 200 Fiat 500 Ferrari editions to Ferrari dealers for customers to use as courtesy cars while their F430 Scuderia (or whatever) was in for service. However, what was parked casually in the corner, is something completely different. Abarth, in conjunction with Ferrari (styling) tuned this little beast up from its original 100bhp to the screaming 180bhp claimed. A Renault Clio Cup, Megane R26.R, and similar creations all run low 8-minute Bridge-to-Gantry times with a good driver, so a sub-8 minute BTG time for the wickedest 500 yet should be possible… with slicks, and not the street tires fitted to this prototype.

The Ferrari/Fiat/Abarth 500 features quad exhausts, brake cooling ducts that lead to 4-piston brake calipers on front, slotted rotors, gigantic oil coolers, upgraded suspension, Abarth/Recaro racing seats, 5-point harnesses, and a partial body cage. Based on a cursory inspection, the interior looks lightened as well.

As Renault Sport has found tremendous success in the European market with its racecar for the road R26.R and Clio Cup, maybe Fiat thinks a properly sorted 500 with that special Corsa Red Ferrari paint, badge, and Abarth tuning will capture the market. At 40,000€, I highly, highly doubt it, unless the owner craves something completely different, and stylish. As an exercise in hot hatch theory, I absolutely love this little car. As something actually feasible in the real world, Renault gets to laugh at Ferrari for once.

Sunday, September 13, 2009

Modified Car Proton Perdana 1996 Daimond White

Car Specifications & Information

CAR REF NUMBER:
18324

CAR MAKE & CAR MODEL:
Modified Car Proton Perdana 1996 Daimond White

CAR COLOUR:
Daimond White

ENGINE MODS:
original engine 2.0 16 valve .
PERFORMANCE:
0-60 / 1/4 Mile /
Top speed 240km Power (BHP)

Mercedes-Benz SLS AMG Gullwing in action

The new ’super sports car’, as Mercedes-Benz likes to describe the SLS AMG, is clearly inspired by the one of the most beautiful and iconic cars ever to hit the road, the 1950s 300 SL Gullwing. Evidently, Mercedes did not go for a full retro look but instead used the 300SL as an inspiration to design a supercar that embodies the firm’s classic styling traits without looking like a beefed-up SL for example - yes, we’re talking about the SLR McLaren.

More Power from AMG’s Stonking V-8

Powering the SLS is a revised version of AMG’s now-familiar 6.2-liter 32-valve V-8. In the SLS, the engine makes 563 hp at 6800 rpm and 479 lb-ft of torque at 4750 rpm. Revisions to the engine for use in the SLS include a new magnesium intake with eight separate velocity stacks; two electronically controlled throttle plates feed the new intake. On the exhaust side, a new equal-length exhaust manifold reduces backpressure. Lubricating the engine is a new dry-sump system that allows the engine to sit low, thus reducing the center of gravity. But the engine doesn’t just sit low; it also sits behind the front axle line, an arrangement that is partially responsible for the SLS’s claimed 48 percent/52 percent front/rear weight distribution.

AMG Shifts Its Thinking

AMG has seen fit to design a new seven-speed transaxle gearbox for the SLS. Mounted at the rear axle and encompassing the differential, the new gearbox is a dual-clutch automated manual transmission that will shift gears by itself or at the driver’s command. This is unlike the MCT unit in the SL63 AMG, which is a variation of Merc’s seven-speed automatic that uses a planetary gearset and a clutch pack instead of a fluid torque converter. Connecting the engine to the rear-mounted transaxle is a torque tube housing a lightweight carbon-fiber composite driveshaft. One commonality with the SL63’s transmission is the SLS’s Race Start launch-control setting; it revs the engine and dumps the clutch for foolproof and optimal acceleration. How quick will the SLS be? Mercedes is projecting a 0-to-62-mph time of 3.8 seconds and says the top speed is governed at 196 mph.

When the time comes to stop, the SLS will be hauled down by standard cast-iron and aluminum compound disc brakes measuring 15.4 inches in the front and 14.2 inches in back. For those who need more fade resistance and crave reduced unsprung weight, carbon-ceramic rotors will be optional. The carbon-ceramic rotors are larger in front and measure 15.8 inches. The rear carbon-ceramic rotors have the same diameter as the cast-iron units but are thicker. Both brake systems will squeeze six-piston calipers in front and four-piston calipers at the rear. New Michelin Pilot Super Sport tires were developed specifically for the car, and are sized 265/35-19 up front and 295/30-20 in the rear.

Lighter Than an SLR McLaren

Underpinning the SLS is an all-new, 531-lb aluminum space frame designed specifically for this model. Mercedes is claiming a preliminary curb weight of 3571 pounds, which would make the SLS nearly 300 pounds lighter than the $455,000 carbon-fiber Mercedes-Benz SLR McLaren’s 3858-lb weight, and far lighter than the 4220-lb Mercedes-Benz SL65 AMG Black Series. The wheelbase measures a longish 105.5 inches, which is largely due to the car’s front/mid-engine layout. The SLS also has a front track that is about 1.2 inches wider than the rear and is 76.4 inches wide. At 182.7 inches long, it is nearly as long as the SLR and about a half a foot longer than the Ferrari F430. Height was not revealed.

What will the SLS cost? We’re estimating that the car will cost between $200,000 and $250,000 when it goes on sale in the spring of next year, or quite a bit less than the $300,000 SL65 AMG Black Series. Thus priced, the SLS would be competitively priced against the Ferrari 430 Scuderia and the upcoming Superleggera version of the Lamborghini Gallardo LP560-4. And it can be considered a hefty bargain against the roughly $500,000 it takes to buy a vintage 300SL Gullwing.

Saturday, September 12, 2009

Proton Exora Prime

NEW PROTON MPV????

Aston Martin Best Car

Aston Martin
The Rapide weighs in rather late in a field of exquisite luxury streamliners with four doors, including the Porsche Panamera, which looks rather lumpen in comparison. The AM is due is 2010 with a 6.0-liter, 470-hp V12 under the ballistic hood. The pictures look incredible.

Thursday, September 10, 2009

Buy a BMW!!!

Want an Eco-Friendly Car? Buy a BMW!

If your carbon footprint is an important consideration to you when you're car shopping, you may picture yourself in a Toyota Prius. Or perhaps, if you pay close attention to the auto industry, you've got your eye on a Chevy Volt or Nissan Leaf. These cars aren't likely to win you any stoplight drag races, but their fuel economy ratings make them the greenest rides on the road, right?

Not according to Dow Jones. In their estimation, if you really care about your carbon footprint, you'll buy a fine European sport sedan with a turbocharged engine and a fourteen speaker stereo. Or perhaps a V8-powered roadster.

Autoblog explains, "That's the case if you're consulting the Dow Jones Sustainability Index World, which has declared BMW Group to be the ‘most sustainable automobile company worldwide.'" The German luxury automaker "has won the title for five years in a row now. In fact, BMW reminds us it is the only automaker that has been listed on the Index since it was created in 1999."

The Dow Jones Sustainability Index considers the environmental and social impact of a company's operations as a whole, including the entire product lifecycle from design through the end of their lifecycle. In a press release, Dow Jones shows BMW to be above the auto industry average in every category it rates, including Operational Eco-Efficiency, Climate Strategy, Carbon Strategy and the environmental standards the company maintains for its suppliers.

The Motor Report notes, "Since 2000, BMW has listed sustainability among its core strategic principles, focusing on the development of fuel-saving and alternative vehicle concepts - such as the EfficientDynamics range and the recently revealed VISION Concept - through to clean production processes and green recycling practices."

BMW hasn't focused heavily on environmental and social concerns in its marketing, but they may play a bigger role in future advertising efforts. After all, Autoblog points out, "There's a lot of competition to be seen as the world's greenest automaker - just look at the branding efforts surrounding the Toyota Prius or the Chevrolet Volt for examples."

Not to mention, those cars can't exactly keep up with an M5 when the road gets twisty.

If you're in the market for a new car, check out the U.S. News rankings of this year's best cars as well as this month's best car deals.

McLaren MP4-12C

McLaren reveals ultralight MP4-12C supercar
by Antuan Goodwin

The stupidly named, but awesomely styled, McLaren MP4-12C.

McLaren claims that every aspect of the the MP4-12C's design is there to make the car go faster.
(Credit: McLaren Automobiles)

McLaren has released photos and details of the McLaren MP4-12C, the automaker's first supercar since the iconic McLaren F1 was launched 17 years ago, not counting the models built in partnership with other automakers.

McLaren MP4-12C revealed--photos

The McLaren MP4-12C (or just 12C for short) is an all-new model from McLaren with "no carryover parts from any other car." In plain English, that means there are no Mercedes-Benz components, contrary to early rumors. What the 12C does have is a laundry list of interesting performance technologies, including an innovative Pre-Cog shifter tech that we think will breathe new life into dual-clutch, automated, manual transmissions.

Make the jump for more details and glossy photos.

High power, low weight

Starting with the chassis itself, the 12C is built around a Carbon MonoCell, which is a one-piece carbon fiber structure that forms the vehicle's basic chassis and passenger compartment. The entire structure weighs less than 176 pounds before you start adding body panels, the engine, and metal suspension components--all of which are mounted directly onto the stiff MonoCell structure.

Lightness is always good, especially when it's combined with power. In this case power comes from the McLaren "M838T" 3.8 liter, V8, twin-turbo engine mounted amidships, producing around 600 horsepower and 600 Nm (442 pound-feet) of torque. McLaren makes some big claims about the 12C having the "highest horsepower to CO2 ratio of any car on the market today," but doesn't publish any hard emissions number or estimated mpg ratings.

A new way to shift gears

The engine drives the rear wheels through two wet clutches and a McLaren-developed seven-speed Seamless Shift dual-clutch gearbox (SSG). The SSG offers variable programs ranging from normal, sport, and high performance. There are also modes for automatic, launch control, and winter.

McLaren MP4-12C is down a seat from the F1.

There are two things missing from this picture: a central driver's seat and a shifter stalk.
(Credit: McLaren Automobiles)

Gears are changed using Formula 1-style rocker-paddle shifters. The shifters incorporate one of the most interesting bits of tech developed for the 12C, a feature known as Pre-Cog. Pre-Cog allows the driver to preselect the next highest or lowest gear by applying slight pressure to the up- or down-shift paddle, respectively. The system works similarly to prefocusing a shot on a camera by slightly depressing the shutter button. Fully depressing the paddle tells the transmission to go ahead and complete the gear change.

McLaren claims that the Pre-Cog system eliminates the lurch, hesitation, and unpredictability of traditional automated-manual transmission systems. If the system is as good as the automaker claims, it could mean another step towards the death of the traditional manual transmission--which isn't even available as an option for the 12C.

Turning and stopping

Meanwhile, the Proactive Suspension system features normal, sport, and high performance modes that not only affect the adjustable dampers but also the adjustable roll control, which replaces the mechanical antiroll bars with a hydraulic system that helps to keep the chassis flat when cornering, but compliant when necessary to soak up asymmetrical bumps.

A feature called Brake Steer assesses the steering angle to determine the driver's intended course and applies the inside rear brake to increase yaw rate and resume the desired course. The system also works on acceleration out of a corner, slowing the inside wheel to reduce slip and eliminating the need for a limited slip differential. This move saves weight, but most likely reduces the life of the brake pads in the process.

The 12C flashes its Airbrake for the camera.

The 12C uses an Airbrake and Brake Steer to help the supercar turn and stop.
(Credit: McLaren Automobiles)

The 12C also features an Active Airbrake similar to the one on the Bugatti Veyron, which deploys under braking to increase drag. The brake also acts as a spoiler and can be adjusted to increase downforce using a switch on the Active Dynamics Panel.

Like its precursor, the McLaren F1, the new McLaren MP4-12C is a midengine supercar. Unlike the three-seat-with-central-driver F1, the 12C has a more traditional two-seat configuration. However, McLaren claims that the 12C's seats are extra close together, which we're sure counts for something. It goes on sale worldwide in early 2011.

The first F1 team to reveal a design for the 2010 F1 season

9 September 2009

The first F1 team to reveal a design for the 2010 F1 season is Lola – even though it doesn’t have a place on the grid.

Lola applied for one of the three places on the 2010 F1 grid offered by the FIA earlier this year – but was turned down in favour of applications from USF1, Campos Meta 1 and Manor Motorsport.

Racecar Engineering snapped a picture of the team’s 50% scale model at a publicity event for the Silverstone 1,000km sports car race, in which Lola’s Aston Martin-powered cars are competing.

The model has already had ten days in a wind tunnel. However some parts of its design look fairly basic, such as the uncomplicated front wing (picture here).

Lola are hoping to land a place on the F1 calendar for 2011. But when they’re already this far down the road to getting a car on the track for next year, you have to wonder why they weren’t offered an entry in the first place.

The model is designated B10/30. Lola’s last, unsuccessful, attempt to compete in F1 was in 1997 with the T97/30. It failed to qualify for the Australian Grand Prix that year and was never seen again after the funding behind the project collapsed.

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18.09.07

Suzuki Kazushi concept

Suzuki Corporation unexpectedly to many in Frankfurt showed great concept car. According to the Japanese, already by 2010, something similar appears in the car. Among the model of Suzuki concept Kizashi, length of 4.65 meters, looks almost giant. In the coming years, the company intends to seriously expand the range and offer vehicles in all grades from A to D.

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