Wednesday, 22 December 2010

Ford Mustang Boss 302S

Among the enthusiasts treats are a six-point roll cage and Recaro HANS Pro Racer seating as well as a fully adjustable suspension, Brembo brakes, huge front splitter and an adjustable carbon fiber rear wing

2011 Mercedes-Benz SLR McLaren Edition - a farewell tribute

It`s had aerodynamic and handling improvements as well as interior refinements and there`s only twenty five to be made

Ford Mustang II 1978

fuel cell,holley blue fuel pump, spooled 8in rear end with 4.11 gears,and a strong 302(30 over)351w heads,12.5 compression ratio, demon 750 carb,4.62 gears,meziere electric water pump,aluminum , trickflow twisted wedge 225 "r" heads w/titanium valves and hardware,custom comp solid roller cam w/crower solid roller lifters= 672 lift,rotating assembly is eagle 4340,rods are h beam 4340,pistons are probe twisted wedge domeradiator,electric fan,hoosier dot slicks.

4.11 gears.

custom wheels

custom tires

trans brake,and a new paint job.

fiberglass bumpers,and a hilborn scoop, fiberglass hood/with scoop.

6 point cage,race seats, fiberglass dash,fiberglass hatch/with lexan,and fiberglass doors/with lexan.

2011 Anderson Germany Lamborghini Gallardo White Edition

The contrast of white and black together with key enhancements such as side skirts, a rear diffuser and rear wing will surely stop passers-by in their tracks. There`s also a sports suspension and a 40hp upgrade

Ferrari 458 GT2

What do you mean you missed it? Well here it is captured on film at Fiorano. Looking so svelte and lovely; powered by a 4.5 litre V8 producing 470 PS and weighing a mere 1245 kg, we are sure plenty of people are missing it right now

Monday, 20 December 2010

New Volvo S80 Design and review

volvo S80 image1 New Volvo S80 Design and review
Volvo S80 is the result of an intensive dialogue between Volvo Cars’ project group and the discerning customers in the premium sedan segment. ‘We are ready to give the competition a tough match. With the new S80, we’re placing the bar at the very highest level when it comes to exclusiveness, quality and driving properties,’ says Volvo Cars President and CEO Stephen Odell.

volvo S80 image2 New Volvo S80 Design and review
The Volvo S80 is only midsize in dimensions, which means it can seat four adults comfortably but doesn’t have yards of legroom to spare. It has about the same footprint as the Acura RL, the competitor it most closely resembles in personality and performance.
volvo S80 image3 New Volvo S80 Design and review
Volvo sells three versions of the S80. The entry-level S80 3.2 is front-wheel drive and is motivated by a 3.2-liter inline six-cylinder rated for 235 horsepower. Drawing upon the services of a six-speed automatic transmission, the 3.2 moves the S80 along adequately in most situations.
volvo S80 image5 New Volvo S80 Design and review
The driving experience in the refreshed Volvo S80 has been elevated with an entirely new twin-turbo five-cylinder 2.4-litre turbodiesel. The new D5 engine offers 205 horsepower, 420 Nm of torque over a very wide range of engine revs. Fuel consumption (EU combined) is only 6.2 l/100 km (164g/km) – a record-low figure for a car of this size and performance level. This state-of-the-art engine delivers all the fun without the headache.
volvo S80 image6 New Volvo S80 Design and review
Inside the car the spotlight is on increased exclusivity and comfort. The soft, sumptuous leather seats with their matching stitching are accompanied by door panels echoing the same trim. The super-slim floating centre stack is upgraded with a silk metal frame that emphasises its original design and enhances its exclusive feel, while simultaneously creating a design link to the recently launched Volvo XC60.
volvo S80 image7 New Volvo S80 Design and review
volvo S80 image8 New Volvo S80 Design and review
Volvo offered the S80 with three different engines, two of them turbocharged. The most interesting of these was the T6, a twin-turbo inline six-cylinder rated for 268 horsepower. (Initially, the T6 displaced 2.8 liters; in 2002, Volvo enlarged it to 2.9 liters with no change in output.) Volvo claimed a 6.8-second 0-60 time for the S80 T6, but even with a standard four-speed automatic transmission driving the front wheels, the car felt quicker than that. Serious torque steer was the major knock against the T6 model. Volvo discontinued it after 2005.

2012 Hummer H4 CUV Review

Hummer H4 CUV 2012 Hummer H4 CUV Review mentioned that the Hummer H4 CUV will be produced in China in the near future. The memo said “Tengzhong will launch H3 and H4 CUV before 2012. Marketing Maintenance, and research center will not stop the Hummer,”.
If this is really going to happen then this info becomes good news for Hummer fans, especially fans H4 CUV. H4 CUV is the mass-production version of the Hummer HX concept car was first introduced in the arena 2008 North American International Auto Show.
Hummer H4 image 2012 Hummer H4 CUV Review
Hummer H4 Driver 2012 Hummer H4 CUV Review
Hummer H4 interior 2012 Hummer H4 CUV Review

Japan Extreme Modification – Car And Motor Cycle

Japan Car Modification photo Japan Extreme Modification   Car And Motor Cycle
About motorcycles and cars modification , Japan is a country with the result that quite a lot of modifications. According to Keiichi Terada the modification experts from Sigma Spyder Osaka, modification enthusiasts is decreased than ever before Caused by the emergence of new products that have been modified from the manufacturer. types modification in the most preferred by consumers is on the body and engine. to modify the motor mostly done in the body, while for more cars in the machine.
Japan Car Modification Picture Japan Extreme Modification   Car And Motor Cycle
Japan Car Modification Machine Japan Extreme Modification   Car And Motor Cycle
Japan Car Modification Image Japan Extreme Modification   Car And Motor Cycle
Japan Car Modification Japan Extreme Modification   Car And Motor Cycle
Japan Extreme Modification1 Japan Extreme Modification   Car And Motor Cycle

2009 Audi S4

2009 Audi S4 Wallpaper2009 Audi S4 Black Series
 2009 Audi S4
2009 Audi S4 Picture

2009 BMW 750Li: The Best Luxury Sedan

The 400-horsepower BMW 750Li has rear-wheel steering. Below 40 miles per hour, the rear wheels can turn as much as 3 degrees opposite the direction of the front wheels, thereby reducing the big car’s turning radius.

I'm quite certain that somewhere right now, emotionally shattered BMW technicians are gathering in a church basement for a support group, huddled around the cookies and the coffee urn, their hands fairly vibrating with frustration. For as well deserved as is the title Ultimate Driving Machine, BMWs also have earned the reputation as the Ultimate Hangar Queen, taking up residence in dealership service bays and sending mechanics over the crumbling edge of insanity. Hello -- sob! -- my name is Dieter and I'm a BMW tech . . . . Hello, Dieter, keep comin' back. . . .

Yes, BMWs have middling initial quality and distinctly less-than-middling reliability -- so sayeth J.D. Power -- but people still buy them and adore them, because they are inarguably spectacular cars. Even the BMWs that I loathe are great cars. The new 135i is uglier than a Radcliffe glee club, but it's also fierce, fervid, delicious, a bottle of Bollinger that's lost its cork.

And then there's this car, the 2009 BMW 750Li, the flagship of BMW's starfleet, which might be -- one hates to draw lines in this particular sand -- the best luxury sedan in the world. Oh, sure, it could be better. It could run on the tears of disgraced CEOs or cure warts of the keister. But as an executive saloon, as a synthesis of power and grace and ease and prestige, the new 7-series demands that we reset our calipers, raise our ceilings and throw out our measuring sticks. There is now a new standard.

And yet, the 750Li boldly/daringly/foolishly leverages its greatness on the fulcrum of one of the company's perennial weaknesses: electronics. This car comprises a blazing amour fou of control modules, sensors, microcontrollers, solenoids and mechatronic actuators, all wired together with the CAN-bus network from hell.

Our fully optioned $110,170 test car provides an acute example. Among the systems: night vision display with enhanced pedestrian detection; active blind-spot detection; lane-departure warning; park-distance control; head-up display; adaptive headlights with high-beam "assistant"; three high-resolution cameras on the rear deck lid and front fenders.

Of course, there's an 80-gigabyte, hard-drive-based navigation system, satellite radio and premium audio system; and a completely redesigned version of the multifunction iDrive controller (the previous system was nicknamed "iQuit").

My favorite? The integral active steering system, which is to say, rear-wheel steering. Below 40 miles per hour, the rear wheels can turn as much as 3 degrees opposite the direction of the front wheels, thereby reducing the big car's turning radius. Great for parking and tight city traffic. Above 40 mph, the wheels turn in phase with the front wheels to increase handling responsiveness, cornering and agility.

Does integral active steering perform as advertised? Has Hasselhoff had work? This car runs like mighty winged Pegasus, carving mountain roads and dicing switchbacks as if it were an M3 with a pituitary problem. No big car has ever had so much rail-to-rail slaloming agility, such effortless composure at the limit. It's uncanny, it's eerie, it's surreal.

Indeed, the effect of all these electronics is to knit together a kind of digitized meta-reality where the surly bonds of physics have slipped a bit, a place where this enormous, heavy sedan can dance like a sports car. Think of it like the world of "The Matrix," inside of which Keanu Reeves can fly, or act.

And so we arrive at the truest portrait of the 750Li: half machine, half machine code; a kinetic sculpture, partly aluminum and steel, partly a stream of zeros and ones. Wonderful, epic, historic.

But can you trust it?
I really don't know. On the one hand, I'm utterly smitten by the technology. I love piloting a leather-lined spaceship with a 20-way adjustable captain's chair with heating/cooling and massage function.

There are moments on the interstate at night -- when the ghostly thermal-imaging night-vision display is on, the head-up display is reading out navigation messages, the lane-departure warning system is gently reminding me to use my turn signals, and all is bathed in serene LED cabin light -- that the 750Li really feels like something that comes after the Automobile.

Still, I'm nagged by doubt. All of these exotic systems, such as the head-up display (Nippon Seiki), lane-change warning (Hella) and night vision (Autoliv) come from suppliers in Japan, Germany and Sweden, respectively. The 750Li is practically the U.N. of Tier 1 suppliers. Considering the state of global comity, a question occurs to me: Can they all get along?

Bear in mind, all of this gear is overlaid on the car's, the brand's already fraught electronics: the e-throttle-equipped 4.4-liter, 400-horsepower, twin-turbocharged V8 with variable valve timing on intake and exhaust cams; the adaptive six-speed ZF transmission; the adaptive dynamics system, which itself has four distinct modes (Comfort, Normal, Sport and Sport+), which ratchet up performance thresholds for the engine, transmission, brakes, steering and stability control. The braking module governs anti-lock, traction and stability control, brake "drying," brake-fade compensation. . . . It just goes on and on.

What few buyers appreciate is how difficult systems integration is on a car like this. For the BMW 750Li to work, every system and subsystem has to mind-meld with the others in a cold chatter of instant, endless algorithms, faultlessly, every time, forever and ever, amen. No wonder they go buggy.

So when I say the 750Li is the best luxury sedan in the world, imagine a weather-balloon-size asterisk. I guess, as long as it starts, it is.

2009 BMW 335d Fuel-Efficient Sedan Review

Today's diesels, like the BMW 335d, are powerful, clean and fuel efficient, and have overcome previous drawbacks.

Dr. Ronald Golden, my periodontist, had one question beyond the usual inquiry into how I am going so very wrong with his brushing technique.

"Where do you get the diesel fuel?"

Told that BMW's new 335d is my current test car, Dr. Golden, a long-time BMW driver and auto enthusiast, is curious and wide open to the concept of a high-torque engine powering the superb 3-Series chassis. Chasing all over the city for diesel fuel, though, he doesn't fancy.

My usual Petro-Canada self-serve station doesn't offer diesel, it's true, but the Loblaw's just a few blocks further does. The former is 1.7 km from home, the latter 2.8 km, so for me it's no big deal. But how far Dr. Golden's nearest diesel outlet is out of his way requires some research.

And on the topic of FAQs, another is how long your hands stink after filling up. Before the sulphur content of diesel fuel was greatly reduced to 15 ppm in September, 2006, handling a diesel left a lasting stench. The reduction of sulphur has erased the stigma.

A personal experience is illustrative. BMW Canada supplied a filler adapter with our test car because some diesel pump nozzles won't fit. A full-serve attendant at a Sunoco station on Whitby's Thickson Road demonstrated that by sticking a finger in the filler and depressing a doodad, you could insert the nozzle without using the adapter and suggested I try. Thereafter, my finger would have condemned me socially for the remainder of the day, prior to model-year 2007. Today, not a whiff.

Many BMW fanciers will march past such concerns because the 335d is such an exceptional drive. As word spreads of its powerful throttle response and wonderful fuel efficiency (along with the silky ride and handling associated with other 3-Series models), drivers new to the brand will shop the car as well.

It does fall short of this EcoDriver column's standard of consuming no more than 10 litres/100 km in our city area driving. The 335d's EnerGuide city rating is 9.0 L/100 km, which qualifies it for consideration, but driving in the depths of winter, we averaged 11.2.

Considerable spinning of the rear wheels is a factor. Slush freezes overnight, capturing the Bridgestone Blizzak snow tires in icy cavities. The test car is well and truly stuck. Applications of salt, kitty litter and scrap Christmas tree branches purchase no traction. Finally two neighbours push the car free.

Which introduces another FAQ: is all-wheel-drive available in combination with the diesel? Not in the 3-Series in North America, not yet. The company's product planners chose to introduce diesel in only two models in the United States and Canada, the rear-drive 335d and the towering X5 wagon with all-wheel-drive.

This sedan is special. The X5 offers real advantages in practicality, but in terms of driving sensation it is not comparable to the 335d. The perfectly weighted steering, the balance in the handling that makes the car feel slotted into the road, the compliance regardless of surface irregularities, makes the 3-Series the international standard for premium cars of its size.

The twin-turbo diesel motor truly enhances the package. Its 265-horsepower rating is impressive, but the extraordinarily meaty throttle response is attributable to the 425 lb-ft of torque that is felt at only 1,750 rpm. The 3-Series' strongest gasoline engine, by contrast, has more horsepower at 300, but not nearly as much torque at 300 lb-ft.

The only comparable diesel-powered sedan in North America, the Mercedes-Benz E330 BlueTec, isn't a direct competitor. The Benz is larger, leans more to luxury than sportiness and occupies a higher price range as well: $68,100 compared with this car's base $49,700. It's rated at 210 hp and 388 lb-ft of torque, and has the same 9.0 L/100 km EnerGuide city rating as the 335d. It, too, is not offered here with all-wheel-drive.

Acceleration to 60 km/h, EcoDriver's usual measure of in-town get-up-and-go, averages 4.1 seconds in the 335d. Such effortless acceleration affords a measure of safety in accident avoidance, as does superior braking, and the 335d offers premium performance in each over less-expensive vehicles with similar fuel efficiency.

Various electronic stability controls that are standard equipment also come into play in our icy test week. Corner too quickly for the Blizzak winter tires to avoid skidding and the stability control quickly restores control. Indeed, BMW's advanced control technology renders this rear-drive sedan reassuringly easy to drive in winter's worst. Cold starts at -15 C are instantaneous. Waiting for glow plugs to warm up - once a diesel ritual - has gone the way of the stinky finger.

One new peculiarity is a subdued whirring noise sometimes heard from the rear of the car after turning it off, related to the tank that injects urea (commercially known as AdBlue) into the exhaust to eliminate nitrogen oxide emissions.

This diesel meets California air standards - as does the Mercedes-Benz using similar urea injection. The AdBlue is routinely topped up by BMW dealerships during annual services. Sharp-eyed observers will spot the pop-out access location on the driver's side of the rear bumper cover.

Any departure from the norm can cause a consumer to look elsewhere - and perhaps all the more so in a premium-priced sedan. BMW expects its globetrotting customers to have taken note of the predominance of diesel-powered luxury vehicles in Europe, and believes a test drive will make it obvious why this is so.

As for Dr. Golden's first concern, a few minutes on the web turned up a Shell station a few blocks south of his office at Yonge and St. Clair - 1.1 km away.

A final FAQ: isn't diesel fuel more expensive than regular gasoline? In our final fill-up, the price of a litre is 86.9 cents at the Sunoco on Thickson Road "we serve" pump. The station doesn't have a diesel among its "serve yourself" pumps where regular gasoline that day rounds off to 81 cents, premium 89 cents and Ultra 94 premium 93 cents.

On this day, at least, fuelling the diesel test car costs less per litre than would a gasoline-powered 335i with its mandated premium fuel. And remember, fewer litres are required with the diesel's superior efficiency. The price paid for its fuel, then, is part of the pleasure, along with its powerful character.

2009 BMW 335d

TYPE: Four-door sedan

BASE PRICE: $49,700; as tested, $59,605

ENGINE: Twin-turbo, inline-six diesel

HORSEPOWER/TORQUE: 265 hp/425 lb-ft

TRANSMISSION: Six-speed automatic

DRIVE: Rear-wheel-drive

FUEL ECONOMY (litres/100 km): 9.0 city/5.4 highway; actual urban driving, 11.2; diesel fuel

ALTERNATIVES: Mercedes-Benz E320 BlueTec, Volkswagen Jetta TDI, Lexus GS450h