Tuesday, March 30, 2010
Ferrari F430 Design
The body has been redesigned to be more curvaceous and aerodynamic. Although the drag coefficient remains the same, downforce has been greatly enhanced. A great deal of Ferrari heritage is found in the car: at the rear, the Enzo's tail lights and interior vents have been added. The car's name has been etched into the Testarossa-styled driver's side mirror. The large oval openings in the front
Audi TT Lawsuits
There are two United States class action lawsuits affecting specific model years of the first generation TT.On 22 June 2007, Pearson, Simon, Soter, Warshaw & Penny, LLP and the Law Office of Robert L. Starr filed a class action lawsuit against Volkswagen Group of America, alleging that the timing belts for model year 1999-2003 Audi and Volkswagen vehicles equipped with a 1.8 litre turbocharged
Ford Fusion Engines
* 2.5 L Duratec 25 I4 175 hp (130 kW), 172 lb·ft (233 N·m). torque;[34] 23 mpg city/34 mpg highway (automatic, S trim); 22/31 (automatic, SE/SEL trims); 22/31 (manual, S trim); 22/29 (manual, SE trim)[35] * 3.0 L Duratec 30 V6 240 hp (179 kW), 228 lb·ft (309 N·m). torque; 18/27 FWD; 18/25 AWD, gasoline/E85 flex fuel * 3.5 L Duratec 35 V6 263 hp (196 kW), 249 lb·ft (338 N·m). torque (Fusion
Hamilton a 'dickhead'
Lewis Hamilton will probably just want to forget his Australian Grand Prix weekend.
First of all, he got nicked by the rozzers on Friday for ‘improper use of a motor vehicle’ after they saw him wheel-spinning his Mercedes-Benz road car, which was then promptly impounded.
He was then outclassed by McLaren team mate Jenson Button in both qualifying and the race itself, Hamilton ending up in sixth place and clearly frustrated. Afterwards, he decided to publicly criticise the team’s tactics. Realising that was never going to make him very popular, Hamilton has since done some diplomatic back-peddling to smooth things over, saying he now ‘understands’ the decision to bring him in for a second pit stop.
But the icing on the cake has been the comments made by Tim Pallas, the Minister for Roads and Ports in the Australian state of Victoria. Launching his ‘Don’t Be A Dickhead’ road safety campaign on Monday, the day after the Grand Prix, Pallas was asked whether Hamilton would fit into that category. Pallas admitted, "OK, I'll say it. He's a dickhead" before going onto claim that Hamilton’s actions had “put people’s lives at risk”. Really?
Aussie driver Mark Webber swiftly came to Hamilton’s defence, saying his country had become a “nanny state” with ridiculous driving rules. Pallas thought Webber irresponsible for making those remarks, but confirmed he definitely isn’t another dickhead.
Perhaps the real dickheads in the Hamilton ‘improper use’ saga were the two McLaren flunkies who tried to shield both Hamilton and his Mercedes-Benz from being filmed after the police stop. One of these guys seemed to believe he could achieve that by holding open his brown jacket, without looking like a total prat. The irony is he’ll probably be strung up for daring to wear a non-regulation piece of clothing with his McLaren uniform. Rumour is the team’s very strict on that sort of thing.
First of all, he got nicked by the rozzers on Friday for ‘improper use of a motor vehicle’ after they saw him wheel-spinning his Mercedes-Benz road car, which was then promptly impounded.
He was then outclassed by McLaren team mate Jenson Button in both qualifying and the race itself, Hamilton ending up in sixth place and clearly frustrated. Afterwards, he decided to publicly criticise the team’s tactics. Realising that was never going to make him very popular, Hamilton has since done some diplomatic back-peddling to smooth things over, saying he now ‘understands’ the decision to bring him in for a second pit stop.
But the icing on the cake has been the comments made by Tim Pallas, the Minister for Roads and Ports in the Australian state of Victoria. Launching his ‘Don’t Be A Dickhead’ road safety campaign on Monday, the day after the Grand Prix, Pallas was asked whether Hamilton would fit into that category. Pallas admitted, "OK, I'll say it. He's a dickhead" before going onto claim that Hamilton’s actions had “put people’s lives at risk”. Really?
Aussie driver Mark Webber swiftly came to Hamilton’s defence, saying his country had become a “nanny state” with ridiculous driving rules. Pallas thought Webber irresponsible for making those remarks, but confirmed he definitely isn’t another dickhead.
Perhaps the real dickheads in the Hamilton ‘improper use’ saga were the two McLaren flunkies who tried to shield both Hamilton and his Mercedes-Benz from being filmed after the police stop. One of these guys seemed to believe he could achieve that by holding open his brown jacket, without looking like a total prat. The irony is he’ll probably be strung up for daring to wear a non-regulation piece of clothing with his McLaren uniform. Rumour is the team’s very strict on that sort of thing.
Hamilton a 'dickhead'
Lewis Hamilton will probably just want to forget his Australian Grand Prix weekend.
First of all, he got nicked by the rozzers on Friday for ‘improper use of a motor vehicle’ after they saw him wheel-spinning his Mercedes-Benz road car, which was then promptly impounded.
He was then outclassed by McLaren team mate Jenson Button in both qualifying and the race itself, Hamilton ending up in sixth place and clearly frustrated. Afterwards, he decided to publicly criticise the team’s tactics. Realising that was never going to make him very popular, Hamilton has since done some diplomatic back-peddling to smooth things over, saying he now ‘understands’ the decision to bring him in for a second pit stop.
But the icing on the cake has been the comments made by Tim Pallas, the Minister for Roads and Ports in the Australian state of Victoria. Launching his ‘Don’t Be A Dickhead’ road safety campaign on Monday, the day after the Grand Prix, Pallas was asked whether Hamilton would fit into that category. Pallas admitted, "OK, I'll say it. He's a dickhead" before going onto claim that Hamilton’s actions had “put people’s lives at risk”. Really?
Aussie driver Mark Webber swiftly came to Hamilton’s defence, saying his country had become a “nanny state” with ridiculous driving rules. Pallas thought Webber irresponsible for making those remarks, but confirmed he definitely isn’t another dickhead.
Perhaps the real dickheads in the Hamilton ‘improper use’ saga were the two McLaren flunkies who tried to shield both Hamilton and his Mercedes-Benz from being filmed after the police stop. One of these guys seemed to believe he could achieve that by holding open his brown jacket, without looking like a total prat. The irony is he’ll probably be strung up for daring to wear a non-regulation piece of clothing with his McLaren uniform. Rumour is the team’s very strict on that sort of thing.
First of all, he got nicked by the rozzers on Friday for ‘improper use of a motor vehicle’ after they saw him wheel-spinning his Mercedes-Benz road car, which was then promptly impounded.
He was then outclassed by McLaren team mate Jenson Button in both qualifying and the race itself, Hamilton ending up in sixth place and clearly frustrated. Afterwards, he decided to publicly criticise the team’s tactics. Realising that was never going to make him very popular, Hamilton has since done some diplomatic back-peddling to smooth things over, saying he now ‘understands’ the decision to bring him in for a second pit stop.
But the icing on the cake has been the comments made by Tim Pallas, the Minister for Roads and Ports in the Australian state of Victoria. Launching his ‘Don’t Be A Dickhead’ road safety campaign on Monday, the day after the Grand Prix, Pallas was asked whether Hamilton would fit into that category. Pallas admitted, "OK, I'll say it. He's a dickhead" before going onto claim that Hamilton’s actions had “put people’s lives at risk”. Really?
Aussie driver Mark Webber swiftly came to Hamilton’s defence, saying his country had become a “nanny state” with ridiculous driving rules. Pallas thought Webber irresponsible for making those remarks, but confirmed he definitely isn’t another dickhead.
Perhaps the real dickheads in the Hamilton ‘improper use’ saga were the two McLaren flunkies who tried to shield both Hamilton and his Mercedes-Benz from being filmed after the police stop. One of these guys seemed to believe he could achieve that by holding open his brown jacket, without looking like a total prat. The irony is he’ll probably be strung up for daring to wear a non-regulation piece of clothing with his McLaren uniform. Rumour is the team’s very strict on that sort of thing.
2010 Lexus SC Race Cars
The new SC 430 based race cars were immediately competitive with former GT500 champion Juichi Wakisaka and no. 2 driver Andre Lotterer driving the Open Interface TOM's SC to victory at the opening round at Suzuka giving the SC 430 its first victory on its debut race.2010 Lexus SC2010 Lexus SC 2010 Lexus SC 2010 Lexus SC 2010 Lexus SC 2010 Lexus SC
Lexus GS Safety
The Lexus GS comes standard with dual front airbags, front driver and passenger knee airbags, front and rear row side curtain airbags, and front row side torso airbags standard while rear row side torso airbags are optional.Lexus GSLexus GS Lexus GS Lexus GS An Adaptive Front-lighting System (AFS) is standard on the V8 model while optional on the V6 model. The
2010 Lexus LX Features
The LX 570 also features the updated Lexus fifth generation hard drive based navigation system with an 8 inch high-resolution VGA display. Lexus' keyless SmartAccess with an ultra-thin "smart card" key is standard along with 10 airbags including knee airbags for driver and front passenger as well as second row side torso airbags, the Adaptive Front-lighting System (AFS) is standard, while the
Monday, March 29, 2010
Ford Focus RS500
Ford has decided to reveal details of its new Focus RS500 two days early, due to ‘overwhelming interest’.
The RS500 is the swansong for the current Focus, before the all-new third generation model arrives next year. As the name implies, production will be limited to just 500 examples, which Ford will be allocating across its European markets.
101 cars, the largest share, are destined for the UK. Ford thinks France and Germany are also potentially big RS500 territories, as they’ll be getting 56 and 55 units respectively. And the Belgians must be keen RS fans, because their relatively small market is to receive 50. Each car will have a hand engraved plaque on the centre console with a unique identification number from 001 - 500.
The RS500 features the same engine found in the standard Focus RS, albeit heavily modified. Ford engineers have worked with Revolve Technologies on developing the 2.5 litre Duratec turbocharged motor, focussing mainly on improving mid-range and top-end power. To help achieve this, they have given the RS500 a larger air-to-air intercooler, a bigger air filter box for increased airflow, a wider diameter exhaust down pipe, and recalibrated engine software.
As a result, power is up 44 bhp to 345 bhp, and torque has increased by 20 Nm to 460 Nm. The RS500 remains front wheel drive, and to counter torque steer it has exactly the same RevoKnuckle front suspension and Quaife limited slip differential as used on the standard Focus RS.
On the face of it, all that work seems to have had little effect on performance. 0-62 mph takes 5.6 seconds in the RS500 compared to 5.9 seconds in the normal Focus RS, and top speed is pretty much unchanged at just over 160 mph.
But to judge the RS500 on only those measures would be missing the point. The upgrades are there to boost mid-range performance and drivability. As proof of their effectiveness, Ford is claiming a RS500 could lap the Nürburgring Nordschleife in eight minutes. To put that into perspective, the best time a Nissan R35 GT-R has posted is 7 minutes 26 seconds - and that car has 478 bhp and all-wheel drive.
Other features, such as the braking system and 19-inch alloy wheels with 235/35/R19 tyres, are unchanged from the standard Focus RS, although red brake calipers and a black finish for the wheels are exclusive to the RS500.
Matching those wheels is the matt black bodywork. That matt effect is actually created by a foil, applied by 3M over Panther Black metallic paint. Ford reckons it’s a durable finish, designed to resist marks and scratches, but it’ll be interesting to see what insurance companies think of it when calculating premiums for the RS500.
The specification for the RS500 includes items such as part-leather trim on the Recaro seats, Bluetooth, automatic headlights and rear parking sensors, all of which are cost options on the standard Focus RS. The only options that RS500 buyers will be able to choose are a touch screen navigation system and full leather seats.
The price for the RS500 has yet to be announced but, given the equipment and technical upgrades, expect a not insubstantial increase over the £27,575 that Ford currently charges for the Focus RS in the UK.
The RS500 is the swansong for the current Focus, before the all-new third generation model arrives next year. As the name implies, production will be limited to just 500 examples, which Ford will be allocating across its European markets.
101 cars, the largest share, are destined for the UK. Ford thinks France and Germany are also potentially big RS500 territories, as they’ll be getting 56 and 55 units respectively. And the Belgians must be keen RS fans, because their relatively small market is to receive 50. Each car will have a hand engraved plaque on the centre console with a unique identification number from 001 - 500.
The RS500 features the same engine found in the standard Focus RS, albeit heavily modified. Ford engineers have worked with Revolve Technologies on developing the 2.5 litre Duratec turbocharged motor, focussing mainly on improving mid-range and top-end power. To help achieve this, they have given the RS500 a larger air-to-air intercooler, a bigger air filter box for increased airflow, a wider diameter exhaust down pipe, and recalibrated engine software.
As a result, power is up 44 bhp to 345 bhp, and torque has increased by 20 Nm to 460 Nm. The RS500 remains front wheel drive, and to counter torque steer it has exactly the same RevoKnuckle front suspension and Quaife limited slip differential as used on the standard Focus RS.
On the face of it, all that work seems to have had little effect on performance. 0-62 mph takes 5.6 seconds in the RS500 compared to 5.9 seconds in the normal Focus RS, and top speed is pretty much unchanged at just over 160 mph.
But to judge the RS500 on only those measures would be missing the point. The upgrades are there to boost mid-range performance and drivability. As proof of their effectiveness, Ford is claiming a RS500 could lap the Nürburgring Nordschleife in eight minutes. To put that into perspective, the best time a Nissan R35 GT-R has posted is 7 minutes 26 seconds - and that car has 478 bhp and all-wheel drive.
Other features, such as the braking system and 19-inch alloy wheels with 235/35/R19 tyres, are unchanged from the standard Focus RS, although red brake calipers and a black finish for the wheels are exclusive to the RS500.
Matching those wheels is the matt black bodywork. That matt effect is actually created by a foil, applied by 3M over Panther Black metallic paint. Ford reckons it’s a durable finish, designed to resist marks and scratches, but it’ll be interesting to see what insurance companies think of it when calculating premiums for the RS500.
The specification for the RS500 includes items such as part-leather trim on the Recaro seats, Bluetooth, automatic headlights and rear parking sensors, all of which are cost options on the standard Focus RS. The only options that RS500 buyers will be able to choose are a touch screen navigation system and full leather seats.
The price for the RS500 has yet to be announced but, given the equipment and technical upgrades, expect a not insubstantial increase over the £27,575 that Ford currently charges for the Focus RS in the UK.
Ford Focus RS500
Ford has decided to reveal details of its new Focus RS500 two days early, due to ‘overwhelming interest’.
The RS500 is the swansong for the current Focus, before the all-new third generation model arrives next year. As the name implies, production will be limited to just 500 examples, which Ford will be allocating across its European markets.
101 cars, the largest share, are destined for the UK. Ford thinks France and Germany are also potentially big RS500 territories, as they’ll be getting 56 and 55 units respectively. And the Belgians must be keen RS fans, because their relatively small market is to receive 50. Each car will have a hand engraved plaque on the centre console with a unique identification number from 001 - 500.
The RS500 features the same engine found in the standard Focus RS, albeit heavily modified. Ford engineers have worked with Revolve Technologies on developing the 2.5 litre Duratec turbocharged motor, focussing mainly on improving mid-range and top-end power. To help achieve this, they have given the RS500 a larger air-to-air intercooler, a bigger air filter box for increased airflow, a wider diameter exhaust down pipe, and recalibrated engine software.
As a result, power is up 44 bhp to 345 bhp, and torque has increased by 20 Nm to 460 Nm. The RS500 remains front wheel drive, and to counter torque steer it has exactly the same RevoKnuckle front suspension and Quaife limited slip differential as used on the standard Focus RS.
On the face of it, all that work seems to have had little effect on performance. 0-62 mph takes 5.6 seconds in the RS500 compared to 5.9 seconds in the normal Focus RS, and top speed is pretty much unchanged at just over 160 mph.
But to judge the RS500 on only those measures would be missing the point. The upgrades are there to boost mid-range performance and drivability. As proof of their effectiveness, Ford is claiming a RS500 could lap the Nürburgring Nordschleife in eight minutes. To put that into perspective, the best time a Nissan R35 GT-R has posted is 7 minutes 26 seconds - and that car has 478 bhp and all-wheel drive.
Other features, such as the braking system and 19-inch alloy wheels with 235/35/R19 tyres, are unchanged from the standard Focus RS, although red brake calipers and a black finish for the wheels are exclusive to the RS500.
Matching those wheels is the matt black bodywork. That matt effect is actually created by a foil, applied by 3M over Panther Black metallic paint. Ford reckons it’s a durable finish, designed to resist marks and scratches, but it’ll be interesting to see what insurance companies think of it when calculating premiums for the RS500.
The specification for the RS500 includes items such as part-leather trim on the Recaro seats, Bluetooth, automatic headlights and rear parking sensors, all of which are cost options on the standard Focus RS. The only options that RS500 buyers will be able to choose are a touch screen navigation system and full leather seats.
The price for the RS500 has yet to be announced but, given the equipment and technical upgrades, expect a not insubstantial increase over the £27,575 that Ford currently charges for the Focus RS in the UK.
The RS500 is the swansong for the current Focus, before the all-new third generation model arrives next year. As the name implies, production will be limited to just 500 examples, which Ford will be allocating across its European markets.
101 cars, the largest share, are destined for the UK. Ford thinks France and Germany are also potentially big RS500 territories, as they’ll be getting 56 and 55 units respectively. And the Belgians must be keen RS fans, because their relatively small market is to receive 50. Each car will have a hand engraved plaque on the centre console with a unique identification number from 001 - 500.
The RS500 features the same engine found in the standard Focus RS, albeit heavily modified. Ford engineers have worked with Revolve Technologies on developing the 2.5 litre Duratec turbocharged motor, focussing mainly on improving mid-range and top-end power. To help achieve this, they have given the RS500 a larger air-to-air intercooler, a bigger air filter box for increased airflow, a wider diameter exhaust down pipe, and recalibrated engine software.
As a result, power is up 44 bhp to 345 bhp, and torque has increased by 20 Nm to 460 Nm. The RS500 remains front wheel drive, and to counter torque steer it has exactly the same RevoKnuckle front suspension and Quaife limited slip differential as used on the standard Focus RS.
On the face of it, all that work seems to have had little effect on performance. 0-62 mph takes 5.6 seconds in the RS500 compared to 5.9 seconds in the normal Focus RS, and top speed is pretty much unchanged at just over 160 mph.
But to judge the RS500 on only those measures would be missing the point. The upgrades are there to boost mid-range performance and drivability. As proof of their effectiveness, Ford is claiming a RS500 could lap the Nürburgring Nordschleife in eight minutes. To put that into perspective, the best time a Nissan R35 GT-R has posted is 7 minutes 26 seconds - and that car has 478 bhp and all-wheel drive.
Other features, such as the braking system and 19-inch alloy wheels with 235/35/R19 tyres, are unchanged from the standard Focus RS, although red brake calipers and a black finish for the wheels are exclusive to the RS500.
Matching those wheels is the matt black bodywork. That matt effect is actually created by a foil, applied by 3M over Panther Black metallic paint. Ford reckons it’s a durable finish, designed to resist marks and scratches, but it’ll be interesting to see what insurance companies think of it when calculating premiums for the RS500.
The specification for the RS500 includes items such as part-leather trim on the Recaro seats, Bluetooth, automatic headlights and rear parking sensors, all of which are cost options on the standard Focus RS. The only options that RS500 buyers will be able to choose are a touch screen navigation system and full leather seats.
The price for the RS500 has yet to be announced but, given the equipment and technical upgrades, expect a not insubstantial increase over the £27,575 that Ford currently charges for the Focus RS in the UK.
BMW 3 Series Sports Wagon Racing
The World Touring Car Championship (WTCC) is one of the FIA's three World Championships (along with Formula One and the World Rally Championship).Andy Priaulx and BMW Team UK won the ETCC in 2004, and continued the winning form in WTCC in 2005 in an E46 3-series, while the E90 3-series repeated this feat in 2006 and 2007.BMW 3 Series Sports WagonBMW 3 Series Sports Wagon BMW 3 Series
BMW X3 History and development
BMW presented the precursor to the X3 as a concept vehicle unveiled at the Detroit Auto Show in 2003. Dubbed the xActivity, BMW previewed a SAV based on the 3 Series platform, without windows and a vestigial roof.BMW X3BMW X3 BMW X3 BMW X3 BMW X3 BMW X3As BMW used parts from the E39 5 Series in making the X5, likewise BMW engineers employed 3 Series parts with the
BMW 7 Series Self-parking system
BMW has developed a parking-assist technology that can automatically park the car while the driver stands outside and watch as the internal robotics park it using a combination of sensors.BMW 7 SeriesBMW 7 Series BMW 7 Series BMW 7 SeriesA prototype of the system has been completed and was recorded using a BMW 730i. BMW 7 Series BMW 7 Series BMW 7 Series
Toyota Venza Safety
Toyota’s standard Star Safety System includes: * Vehicle Stability Control * Traction control * Electronic brakeforce distribution * Brake Assist * Anti-lock brakingToyota VenzaToyota Venza Toyota Venza * Hill-start Assist Control * Tire pressure monitoring system * Active head restraints for front-seat occupants, which prevent or limit the extent of
Sunday, March 28, 2010
2010 Cadillac CTS Sport Wagon Marketing
The success of the CTS has been attributed in part to the car's placement in the 2003 sci-fi action thriller The Matrix Reloaded. The producers of the film were seeking a car to use for a chase scene in the film, and sought a car that would complement the film's atmosphere.2010 Cadillac CTS Sport Wagon2010 Cadillac CTS Sport Wagon 2010 Cadillac CTS Sport Wagon 2010
2010 Chevrolet HHR Panel Design
The vehicle's design is inspired by the mid-1940s Chevrolet cars and trucks, specifically the 1949 Chevrolet Suburban, with large, square fender flares and a hemispherical grille. The design of the HHR has been credited to Bryan Nesbitt who was a former designer at Chrysler where he was the lead designer of the Chrysler PT Cruiser.2010 Chevrolet HHR Panel2010 Chevrolet HHR Panel
2010 Australian GP
What a difference two weeks make. After the yawn-fest that was the Bahrain Grand Prix, the Australian event had excitement from start to finish. Drivers were even managing to overtake each other.
It just goes to show that you don’t have to spend $150 million on a sterile Hermann Tilke creation to get a decent race… just run the track through your local car park instead.
Jenson Button’s win was definitely helped by his bold decision to stop early and swap his wet weather inter tyres for slicks. His smooth driving style then meant he could make those tyres last until the end, without needing to change again.
By contrast, Button’s team mate Lewis Hamilton did have to use another set of dry tyres. But those too began to degrade towards the end and, although he caught the fourth and third place Ferraris of Fernando Alonso and Felipe Massa, he was unable to pass them.
Hamilton was very public in his criticism of McLaren’s decision to bring him (but not Button) in again for new tyres. It was extraordinary, especially as during the closing stages he was heard complaining over the radio that even his second lot of dry tyres had gone off. That surely just proved that Hamilton was heavier on his tyres.
Either way, he was riled. It’s got to be hurting him psychologically that Button secured McLaren’s first victory this season.
After a first lap spin, Alonso’s drive from the back of the field was impressive, scything through with apparent ease. However, like Hamilton, he then seemed to reach a point where he couldn’t overtake anymore and he had to be content with fourth place, finishing just behind Massa.
Compare Alonso’s performance with that of Michael Schumacher. The Mercedes driver was also sent to the back after an opening lap bump meant his car’s front wing needed replacing. However, he seemed to struggle to overtake mid-ranking cars such as the Torro Rosso of Jaime Alguersuari.
Schumacher eventually finished in tenth place, gaining a single point, but it’s debatable whether this has been the glorious return to Formula 1 he was envisaging.
Sandwiched between Button and the Ferraris was Robert Kubica in his Renault. He managed to hold onto a tremendous second place, nursing his tyres to the end despite being under constant pressure.
Red Bull should consider its weekend a disaster. The promise of a win was there following a dominant qualifying performance by Sebastian Vettel and Mark Webber.
Things started going downhill when both drivers stayed out too long on their inter tyres with a drying track. Neither was going significantly slower than those cars already on slicks, but it resulted in Webber getting caught up in the pit lane traffic, dropping him several places.
Of course, the lowest point for Red Bull was Vettel’s brake failure on lap 25. It dumped him into the gravel trap and out of a race that he’d been leading since the start. Two races, two technical faults… not good.
Webber eventually finished in ninth, earning a reprimand from the stewards after he collided with Hamilton during the closing phase. His only consolation was setting the fastest lap.
Bernie Ecclestone is probably breathing a sigh of relief that Australia addressed many of the criticisms levelled at Formula 1 after Bahrain. Maybe he’s also thinking that a more interesting track should host the opening round in 2011?
Going into next weekend’s Malaysian Grand Prix, Alonso retains his lead in the championship with 37 points, followed by Massa and Button on 33 and 31 points respectively. Fans might just be wishing for a repeat of last year’s torrential rainfall at Sepang if it makes for another thrilling race.
It just goes to show that you don’t have to spend $150 million on a sterile Hermann Tilke creation to get a decent race… just run the track through your local car park instead.
Jenson Button’s win was definitely helped by his bold decision to stop early and swap his wet weather inter tyres for slicks. His smooth driving style then meant he could make those tyres last until the end, without needing to change again.
By contrast, Button’s team mate Lewis Hamilton did have to use another set of dry tyres. But those too began to degrade towards the end and, although he caught the fourth and third place Ferraris of Fernando Alonso and Felipe Massa, he was unable to pass them.
Hamilton was very public in his criticism of McLaren’s decision to bring him (but not Button) in again for new tyres. It was extraordinary, especially as during the closing stages he was heard complaining over the radio that even his second lot of dry tyres had gone off. That surely just proved that Hamilton was heavier on his tyres.
Either way, he was riled. It’s got to be hurting him psychologically that Button secured McLaren’s first victory this season.
After a first lap spin, Alonso’s drive from the back of the field was impressive, scything through with apparent ease. However, like Hamilton, he then seemed to reach a point where he couldn’t overtake anymore and he had to be content with fourth place, finishing just behind Massa.
Compare Alonso’s performance with that of Michael Schumacher. The Mercedes driver was also sent to the back after an opening lap bump meant his car’s front wing needed replacing. However, he seemed to struggle to overtake mid-ranking cars such as the Torro Rosso of Jaime Alguersuari.
Schumacher eventually finished in tenth place, gaining a single point, but it’s debatable whether this has been the glorious return to Formula 1 he was envisaging.
Sandwiched between Button and the Ferraris was Robert Kubica in his Renault. He managed to hold onto a tremendous second place, nursing his tyres to the end despite being under constant pressure.
Red Bull should consider its weekend a disaster. The promise of a win was there following a dominant qualifying performance by Sebastian Vettel and Mark Webber.
Things started going downhill when both drivers stayed out too long on their inter tyres with a drying track. Neither was going significantly slower than those cars already on slicks, but it resulted in Webber getting caught up in the pit lane traffic, dropping him several places.
Of course, the lowest point for Red Bull was Vettel’s brake failure on lap 25. It dumped him into the gravel trap and out of a race that he’d been leading since the start. Two races, two technical faults… not good.
Webber eventually finished in ninth, earning a reprimand from the stewards after he collided with Hamilton during the closing phase. His only consolation was setting the fastest lap.
Bernie Ecclestone is probably breathing a sigh of relief that Australia addressed many of the criticisms levelled at Formula 1 after Bahrain. Maybe he’s also thinking that a more interesting track should host the opening round in 2011?
Going into next weekend’s Malaysian Grand Prix, Alonso retains his lead in the championship with 37 points, followed by Massa and Button on 33 and 31 points respectively. Fans might just be wishing for a repeat of last year’s torrential rainfall at Sepang if it makes for another thrilling race.
2010 Australian GP
What a difference two weeks make. After the yawn-fest that was the Bahrain Grand Prix, the Australian event had excitement from start to finish. Drivers were even managing to overtake each other.
It just goes to show that you don’t have to spend $150 million on a sterile Hermann Tilke creation to get a decent race… just run the track through your local car park instead.
Jenson Button’s win was definitely helped by his bold decision to stop early and swap his wet weather inter tyres for slicks. His smooth driving style then meant he could make those tyres last until the end, without needing to change again.
By contrast, Button’s team mate Lewis Hamilton did have to use another set of dry tyres. But those too began to degrade towards the end and, although he caught the fourth and third place Ferraris of Fernando Alonso and Felipe Massa, he was unable to pass them.
Hamilton was very public in his criticism of McLaren’s decision to bring him (but not Button) in again for new tyres. It was extraordinary, especially as during the closing stages he was heard complaining over the radio that even his second lot of dry tyres had gone off. That surely just proved that Hamilton was heavier on his tyres.
Either way, he was riled. It’s got to be hurting him psychologically that Button secured McLaren’s first victory this season.
After a first lap spin, Alonso’s drive from the back of the field was impressive, scything through with apparent ease. However, like Hamilton, he then seemed to reach a point where he couldn’t overtake anymore and he had to be content with fourth place, finishing just behind Massa.
Compare Alonso’s performance with that of Michael Schumacher. The Mercedes driver was also sent to the back after an opening lap bump meant his car’s front wing needed replacing. However, he seemed to struggle to overtake mid-ranking cars such as the Torro Rosso of Jaime Alguersuari.
Schumacher eventually finished in tenth place, gaining a single point, but it’s debatable whether this has been the glorious return to Formula 1 he was envisaging.
Sandwiched between Button and the Ferraris was Robert Kubica in his Renault. He managed to hold onto a tremendous second place, nursing his tyres to the end despite being under constant pressure.
Red Bull should consider its weekend a disaster. The promise of a win was there following a dominant qualifying performance by Sebastian Vettel and Mark Webber.
Things started going downhill when both drivers stayed out too long on their inter tyres with a drying track. Neither was going significantly slower than those cars already on slicks, but it resulted in Webber getting caught up in the pit lane traffic, dropping him several places.
Of course, the lowest point for Red Bull was Vettel’s brake failure on lap 25. It dumped him into the gravel trap and out of a race that he’d been leading since the start. Two races, two technical faults… not good.
Webber eventually finished in ninth, earning a reprimand from the stewards after he collided with Hamilton during the closing phase. His only consolation was setting the fastest lap.
Bernie Ecclestone is probably breathing a sigh of relief that Australia addressed many of the criticisms levelled at Formula 1 after Bahrain. Maybe he’s also thinking that a more interesting track should host the opening round in 2011?
Going into next weekend’s Malaysian Grand Prix, Alonso retains his lead in the championship with 37 points, followed by Massa and Button on 33 and 31 points respectively. Fans might just be wishing for a repeat of last year’s torrential rainfall at Sepang if it makes for another thrilling race.
It just goes to show that you don’t have to spend $150 million on a sterile Hermann Tilke creation to get a decent race… just run the track through your local car park instead.
Jenson Button’s win was definitely helped by his bold decision to stop early and swap his wet weather inter tyres for slicks. His smooth driving style then meant he could make those tyres last until the end, without needing to change again.
By contrast, Button’s team mate Lewis Hamilton did have to use another set of dry tyres. But those too began to degrade towards the end and, although he caught the fourth and third place Ferraris of Fernando Alonso and Felipe Massa, he was unable to pass them.
Hamilton was very public in his criticism of McLaren’s decision to bring him (but not Button) in again for new tyres. It was extraordinary, especially as during the closing stages he was heard complaining over the radio that even his second lot of dry tyres had gone off. That surely just proved that Hamilton was heavier on his tyres.
Either way, he was riled. It’s got to be hurting him psychologically that Button secured McLaren’s first victory this season.
After a first lap spin, Alonso’s drive from the back of the field was impressive, scything through with apparent ease. However, like Hamilton, he then seemed to reach a point where he couldn’t overtake anymore and he had to be content with fourth place, finishing just behind Massa.
Compare Alonso’s performance with that of Michael Schumacher. The Mercedes driver was also sent to the back after an opening lap bump meant his car’s front wing needed replacing. However, he seemed to struggle to overtake mid-ranking cars such as the Torro Rosso of Jaime Alguersuari.
Schumacher eventually finished in tenth place, gaining a single point, but it’s debatable whether this has been the glorious return to Formula 1 he was envisaging.
Sandwiched between Button and the Ferraris was Robert Kubica in his Renault. He managed to hold onto a tremendous second place, nursing his tyres to the end despite being under constant pressure.
Red Bull should consider its weekend a disaster. The promise of a win was there following a dominant qualifying performance by Sebastian Vettel and Mark Webber.
Things started going downhill when both drivers stayed out too long on their inter tyres with a drying track. Neither was going significantly slower than those cars already on slicks, but it resulted in Webber getting caught up in the pit lane traffic, dropping him several places.
Of course, the lowest point for Red Bull was Vettel’s brake failure on lap 25. It dumped him into the gravel trap and out of a race that he’d been leading since the start. Two races, two technical faults… not good.
Webber eventually finished in ninth, earning a reprimand from the stewards after he collided with Hamilton during the closing phase. His only consolation was setting the fastest lap.
Bernie Ecclestone is probably breathing a sigh of relief that Australia addressed many of the criticisms levelled at Formula 1 after Bahrain. Maybe he’s also thinking that a more interesting track should host the opening round in 2011?
Going into next weekend’s Malaysian Grand Prix, Alonso retains his lead in the championship with 37 points, followed by Massa and Button on 33 and 31 points respectively. Fans might just be wishing for a repeat of last year’s torrential rainfall at Sepang if it makes for another thrilling race.
Thursday, March 25, 2010
2010 Cadillac CTS Sport Wagon Awards
In its first year of production, the CTS received the 2002 North American Car of the Year award.The 2008 CTS won the Motor Trend Car of the Year award, and was selected to Car and Driver's 10Best Cars list.In 2009, the CTS became the first Cadillac to be named to the Car and Driver 10 Best list for a second consecutive year.The 2010 CTS was named to the Car and Driver 10 best list for a third
Mercury Mariner Presidential Edition
On September 7, 2006 Ford delivered a special "Presidential Edition" Mercury Mariner Hybrid to former President Bill Clinton. Its custom features include:LED lightingA 110-volt outletRear bucket seatsCenter console & rear seat fold-out writing desksPersonal DVD players for each seatRefrigeratorIncreased rear seat legroomThere have also been several undisclosed security modifications made to the
2009 Chrysler Aspen Discontinuation
On October 23, 2008, Chrysler announced that the shutdown of the Newark Assembly facility producing the Dodge Durango and Chrysler Aspen would be moved up to the end of 2008, effectively ending production of the Aspen and Aspen Hybrid for the 2009 model year. Production ceased on December 19, 2008.First Drive: 2009 Chrysler2009 Chrysler Aspen HybridFirst Drive: 2009 Chrysler2009 Chrysler Aspen
Smart ForTwo Parking
The Smart car allows back-in parking in otherwise parallel parking zones; its length of 250 cm (98.4 in) equals the width of a truck or a regular parking slot, allowing two or three Smarts to park in a standard space reserved for a single car. However, this type of parking has been banned in Munich, Germany, amongst other places. Such parking in parallel-designated spaces is illegal in most U.S.A
Electric KTM Freeride
Austrian manufacturer KTM has unveiled its Freeride electric bikes at the Tokyo Motorcycle Show.
Available as either an off-road enduro or a street-orientated supermoto, both versions share the same battery and motor technology. That means a peak 30 horsepower and a top speed of 43 mph (70 km/h). Performance is helped by the two bikes being so diminutive - total all-in weight is only 90 kg, including the battery pack.
As with most electric vehicles, it’s the battery that will be so critical to the success of the product. Price, performance, range and recharging time are all directly influenced by it.
According to KTM, the Freeride’s 2.5 kWh battery should be good for one hour of off-road riding. After that, it’ll take 90 minutes to fully recharge, although alternatively it can simply be swapped over for another one - assuming the rider can afford the cost of a spare.
KTM is planning to commence European Freeride sales in spring 2011, with a price expected to be ‘under €10,000’ - that’s around £9,000 at today’s exchange rates. By comparison the KTM 125 SX, a two-stroke petrol-powered enduro, is £5,256. Such a difference can partly be explained by the money spent on developing the Freeride, but it’s mostly down to the cost of that battery.
There are already a few electric scooters on the market, but the Freeride’s main competition will probably come from the Zero Motorcycles range.
Zero’s X and MX off-roaders are less powerful than the Freeride, producing 23 hp from a 2.0 kWh battery. However, they do only tip the scales at 73 kg and 78 kg respectively, so that weight advantage should help to overcome some of the power deficit versus the KTMs.
UK prices are also much less than those envisaged for the Freeride, with the X starting at £5,995 and the MX at £6,595. The other Zero models are the S supermoto and DS dual-purpose. Both cost £7,995, and use a more powerful 4 kWh battery that allows a top speed of 67 mph and a range of 50 miles (80 kilometres).
The current state of electric vehicle technology means bikes like KTM’s Freeride seem expensive. But they may safeguard the future of off-road motorcycle sport, because of their virtually silent running. True, reduced carbon emissions are a benefit, but noise is often a real problem. It causes objections from nearby residents which, combined with local regulations, often mean it’s difficult to stage events or build a track.
Available as either an off-road enduro or a street-orientated supermoto, both versions share the same battery and motor technology. That means a peak 30 horsepower and a top speed of 43 mph (70 km/h). Performance is helped by the two bikes being so diminutive - total all-in weight is only 90 kg, including the battery pack.
As with most electric vehicles, it’s the battery that will be so critical to the success of the product. Price, performance, range and recharging time are all directly influenced by it.
According to KTM, the Freeride’s 2.5 kWh battery should be good for one hour of off-road riding. After that, it’ll take 90 minutes to fully recharge, although alternatively it can simply be swapped over for another one - assuming the rider can afford the cost of a spare.
KTM is planning to commence European Freeride sales in spring 2011, with a price expected to be ‘under €10,000’ - that’s around £9,000 at today’s exchange rates. By comparison the KTM 125 SX, a two-stroke petrol-powered enduro, is £5,256. Such a difference can partly be explained by the money spent on developing the Freeride, but it’s mostly down to the cost of that battery.
There are already a few electric scooters on the market, but the Freeride’s main competition will probably come from the Zero Motorcycles range.
Zero’s X and MX off-roaders are less powerful than the Freeride, producing 23 hp from a 2.0 kWh battery. However, they do only tip the scales at 73 kg and 78 kg respectively, so that weight advantage should help to overcome some of the power deficit versus the KTMs.
UK prices are also much less than those envisaged for the Freeride, with the X starting at £5,995 and the MX at £6,595. The other Zero models are the S supermoto and DS dual-purpose. Both cost £7,995, and use a more powerful 4 kWh battery that allows a top speed of 67 mph and a range of 50 miles (80 kilometres).
The current state of electric vehicle technology means bikes like KTM’s Freeride seem expensive. But they may safeguard the future of off-road motorcycle sport, because of their virtually silent running. True, reduced carbon emissions are a benefit, but noise is often a real problem. It causes objections from nearby residents which, combined with local regulations, often mean it’s difficult to stage events or build a track.
Electric KTM Freeride
Austrian manufacturer KTM has unveiled its Freeride electric bikes at the Tokyo Motorcycle Show.
Available as either an off-road enduro or a street-orientated supermoto, both versions share the same battery and motor technology. That means a peak 30 horsepower and a top speed of 43 mph (70 km/h). Performance is helped by the two bikes being so diminutive - total all-in weight is only 90 kg, including the battery pack.
As with most electric vehicles, it’s the battery that will be so critical to the success of the product. Price, performance, range and recharging time are all directly influenced by it.
According to KTM, the Freeride’s 2.5 kWh battery should be good for one hour of off-road riding. After that, it’ll take 90 minutes to fully recharge, although alternatively it can simply be swapped over for another one - assuming the rider can afford the cost of a spare.
KTM is planning to commence European Freeride sales in spring 2011, with a price expected to be ‘under €10,000’ - that’s around £9,000 at today’s exchange rates. By comparison the KTM 125 SX, a two-stroke petrol-powered enduro, is £5,256. Such a difference can partly be explained by the money spent on developing the Freeride, but it’s mostly down to the cost of that battery.
There are already a few electric scooters on the market, but the Freeride’s main competition will probably come from the Zero Motorcycles range.
Zero’s X and MX off-roaders are less powerful than the Freeride, producing 23 hp from a 2.0 kWh battery. However, they do only tip the scales at 73 kg and 78 kg respectively, so that weight advantage should help to overcome some of the power deficit versus the KTMs.
UK prices are also much less than those envisaged for the Freeride, with the X starting at £5,995 and the MX at £6,595. The other Zero models are the S supermoto and DS dual-purpose. Both cost £7,995, and use a more powerful 4 kWh battery that allows a top speed of 67 mph and a range of 50 miles (80 kilometres).
The current state of electric vehicle technology means bikes like KTM’s Freeride seem expensive. But they may safeguard the future of off-road motorcycle sport, because of their virtually silent running. True, reduced carbon emissions are a benefit, but noise is often a real problem. It causes objections from nearby residents which, combined with local regulations, often mean it’s difficult to stage events or build a track.
Available as either an off-road enduro or a street-orientated supermoto, both versions share the same battery and motor technology. That means a peak 30 horsepower and a top speed of 43 mph (70 km/h). Performance is helped by the two bikes being so diminutive - total all-in weight is only 90 kg, including the battery pack.
As with most electric vehicles, it’s the battery that will be so critical to the success of the product. Price, performance, range and recharging time are all directly influenced by it.
According to KTM, the Freeride’s 2.5 kWh battery should be good for one hour of off-road riding. After that, it’ll take 90 minutes to fully recharge, although alternatively it can simply be swapped over for another one - assuming the rider can afford the cost of a spare.
KTM is planning to commence European Freeride sales in spring 2011, with a price expected to be ‘under €10,000’ - that’s around £9,000 at today’s exchange rates. By comparison the KTM 125 SX, a two-stroke petrol-powered enduro, is £5,256. Such a difference can partly be explained by the money spent on developing the Freeride, but it’s mostly down to the cost of that battery.
There are already a few electric scooters on the market, but the Freeride’s main competition will probably come from the Zero Motorcycles range.
Zero’s X and MX off-roaders are less powerful than the Freeride, producing 23 hp from a 2.0 kWh battery. However, they do only tip the scales at 73 kg and 78 kg respectively, so that weight advantage should help to overcome some of the power deficit versus the KTMs.
UK prices are also much less than those envisaged for the Freeride, with the X starting at £5,995 and the MX at £6,595. The other Zero models are the S supermoto and DS dual-purpose. Both cost £7,995, and use a more powerful 4 kWh battery that allows a top speed of 67 mph and a range of 50 miles (80 kilometres).
The current state of electric vehicle technology means bikes like KTM’s Freeride seem expensive. But they may safeguard the future of off-road motorcycle sport, because of their virtually silent running. True, reduced carbon emissions are a benefit, but noise is often a real problem. It causes objections from nearby residents which, combined with local regulations, often mean it’s difficult to stage events or build a track.
2010 Chevrolet Tahoe Hybrid
The Chevrolet Tahoe Hybrid uses a combination of its 6.0-liter V8 engine and two electric motors that charge a 300-volt nickel-metal hydride battery. The vehicle can run on either gasoline, electricity or a mixture of the two using an automatic system that monitors the vehicle's torque, and state of the battery to choose the most efficient source of power.2010 Chevrolet Tahoe Hybrid2010 Chevrolet
Chrysler Sebring Sedan Trim levels:
LX - 2000-2003LXi - 2000-2003base - 2004-2005Limited - 2004-2005Limited Platinum Series - 20042008 Chrysler Sebring Sedan.chrysler sebring 2006 sedan2009 Chrysler Sebring SedanExplore the Chrysler Sebring2009 Chrysler Sebring Sedan2007 Chrysler Sebring sedan2007 Chrysler Sebring.2009 Chrysler Sebring SedanChrysler Sebring Sedan offers
2009 Buick Lucerne Safety
The Buick Lucerne earns a "Good" overall score in the Insurance Institute for Highway Safety front impact test, and an "Acceptable" score in the side impact testArticle: 2009 Buick Lucerne2009-buick-lucerne-c-2009 Buick Lucerne2009 Buick Lucerne CXL Black2009 Buick Lucerne2009 Buick Lucerne CXL2009 Buick Lucerne CX2Tagged: 2009 Buick Lucerne2009 Buick Lucerne Review2009 Buick Lucerne Super
Cadillac SRX Engines
Model Years Type Power, torque@rpmV6 VVT 2009–present 3.0L V6 265 bhp (198 kW)@6950, 223 lb·ft (302 N·m)@5100V6 Turbo 2009–present 2.8L V6 turbo 300 bhp (220 kW)@5500, 295 lb·ft (400 N·m)@18502008 Cadillac SRX photosSEE ALSO: Cadillac Prices and2010 Cadillac SRX Grows Up2010 Cadillac SRX2010 Cadillac SRX CrossoverCadillac SRX Owners Manualcadillac-srx-2010-leaked-of the 2010 Cadillac
Wednesday, March 24, 2010
Mitsubishi Eclipse Models
The Eclipse has undergone four distinct generations: the first two generations (1G and 2G) are closely related to the Eagle Talon and Plymouth Laser, and share parts, whereas the third generation (3G) is based on a new platform and most parts are incompatible with 1G and 2G Eclipses. The fourth generation (4G) Eclipse was made available in May 2005.Mitsubishi Eclipse Models1997 Mitsubishi Eclipse
Infiniti FX35 interior
Standard comfort features include dual-zone automatic climate control, a premium 11-speaker, 300 watt Bose stereo with in-dash 6 CD changer and 2gb hard drive, steering wheel mounted audio controls, premium leather seating surfaces, heated front bucket seats, heated power mirrors, 10-way power driver seat w/ lumbar adjustment, 8-way power passenger seat, individual driver memory system (drivers
2009 Maserati Quattroporte facelift
Maserati did not sell any 2008 models of the Quattroporte in North America. Images of the 2009 facelifted Quattroporte appeared on the Internet on the 30th of January 2008. The car made its official début at the 2008 Geneva Motor Show. Also making the debut was the Quattroporte S, featuring the same 4.7L V8 as the Maserati GranTurismo S. It has 317 kW (431 PS; 425 hp) of power and 490 N·m (361 lb
2010 Dodge Challenger models
For 2010 models, the vehicle will cost $515 to $1,010 higher than 2009 cars.The color, HEMI Orange, has been dropped for the 2010 model year. Two new color schemes will be available for November 2009 for the 2010 model year including the Plum Crazy and Detonator Yellow. A third new color, Furious Fuschia was announced in February 2010. But unlike previous special editions, the Furious Fuschia
Mitsubishi Eclipse Spyder Overview
The basic driveline layout of the Eclipse is a transverse-mounted 4-cylinder Chrysler 420A, Mitsubishi 4G64 or 4G63 engine. The Mitsubishi motors are mounted in the same orientation as for the 1G cars. The 420A-powered cars had the engine mounted on the right side of the car,and further back in the chassis. AWD models had a similar transmission to the 1G car. The 2G GSX also had a stronger
Tuesday, March 23, 2010
£33,699 i-MiEV
According to What Car? magazine, the Mitsubishi i-MiEV is going to cost a staggering £33,699 when UK sales start in January 2011.
You’ll be able to knock five thousand off that figure thanks to the OLEV Plug-in Car Grant, but even charging (no pun intended) £28,699 for a small car with a 100-mile range seems crazy. Perhaps those lithium-ion batteries give off some kind of vapour that addles the brain?
Mitsubishi reckons that users will save money when it comes to running costs though, claiming the electricity bill over 12,000 miles will be just £115. The i-MiEV will also be exempt from road tax.
But even with those savings, the figures just don’t appear to stack up. It’s difficult to see how customers will be tempted out of their ‘normal’ cars.
Looking at Mitsubishi’s own range, for example, a £14,849 Lancer Hatchback 1.5 GS2 is almost half the price of the i-MiEV - even after the government subsidy has been deducted.
Part of the problem is that the Lancer’s fuel costs won’t negate such a price difference.
It will, according to Mitsubishi, do 42.8 mpg (6.6 l/100km) on the combined cycle. So, assuming the UK petrol price rises to £1.20 per litre / £5.46 per gallon, you’d spend £1,531 per year on fuel by driving the Lancer 12,000 miles.
Over three years, that’s a total petrol cost of £4,593. A scarily large number, but even so you’d still be better off by over £9,200 buying the Lancer instead of the i-MiEV (ignoring depreciation).
Of course, the list price may ultimately be academic, depending on how Mitsubishi chooses to market the car. The 25 i-MiEVs that Mitsubishi has on trial in the UK are leased out at a more palatable £350 per month, so that may be the method used with production versions too.
Mitsubishi will doubtless be keen to see how competitors such as the Vauxhall Ampera, Chevrolet Volt and Nissan Leaf are priced, not to mention the forthcoming i-MiEV-based electric cars from Peugeot / Citroen.
You’ll be able to knock five thousand off that figure thanks to the OLEV Plug-in Car Grant, but even charging (no pun intended) £28,699 for a small car with a 100-mile range seems crazy. Perhaps those lithium-ion batteries give off some kind of vapour that addles the brain?
Mitsubishi reckons that users will save money when it comes to running costs though, claiming the electricity bill over 12,000 miles will be just £115. The i-MiEV will also be exempt from road tax.
But even with those savings, the figures just don’t appear to stack up. It’s difficult to see how customers will be tempted out of their ‘normal’ cars.
Looking at Mitsubishi’s own range, for example, a £14,849 Lancer Hatchback 1.5 GS2 is almost half the price of the i-MiEV - even after the government subsidy has been deducted.
Part of the problem is that the Lancer’s fuel costs won’t negate such a price difference.
It will, according to Mitsubishi, do 42.8 mpg (6.6 l/100km) on the combined cycle. So, assuming the UK petrol price rises to £1.20 per litre / £5.46 per gallon, you’d spend £1,531 per year on fuel by driving the Lancer 12,000 miles.
Over three years, that’s a total petrol cost of £4,593. A scarily large number, but even so you’d still be better off by over £9,200 buying the Lancer instead of the i-MiEV (ignoring depreciation).
Of course, the list price may ultimately be academic, depending on how Mitsubishi chooses to market the car. The 25 i-MiEVs that Mitsubishi has on trial in the UK are leased out at a more palatable £350 per month, so that may be the method used with production versions too.
Mitsubishi will doubtless be keen to see how competitors such as the Vauxhall Ampera, Chevrolet Volt and Nissan Leaf are priced, not to mention the forthcoming i-MiEV-based electric cars from Peugeot / Citroen.
£33,699 i-MiEV
According to What Car? magazine, the Mitsubishi i-MiEV is going to cost a staggering £33,699 when UK sales start in January 2011.
You’ll be able to knock five thousand off that figure thanks to the OLEV Plug-in Car Grant, but even charging (no pun intended) £28,699 for a small car with a 100-mile range seems crazy. Perhaps those lithium-ion batteries give off some kind of vapour that addles the brain?
Mitsubishi reckons that users will save money when it comes to running costs though, claiming the electricity bill over 12,000 miles will be just £115. The i-MiEV will also be exempt from road tax.
But even with those savings, the figures just don’t appear to stack up. It’s difficult to see how customers will be tempted out of their ‘normal’ cars.
Looking at Mitsubishi’s own range, for example, a £14,849 Lancer Hatchback 1.5 GS2 is almost half the price of the i-MiEV - even after the government subsidy has been deducted.
Part of the problem is that the Lancer’s fuel costs won’t negate such a price difference.
It will, according to Mitsubishi, do 42.8 mpg (6.6 l/100km) on the combined cycle. So, assuming the UK petrol price rises to £1.20 per litre / £5.46 per gallon, you’d spend £1,531 per year on fuel by driving the Lancer 12,000 miles.
Over three years, that’s a total petrol cost of £4,593. A scarily large number, but even so you’d still be better off by over £9,200 buying the Lancer instead of the i-MiEV (ignoring depreciation).
Of course, the list price may ultimately be academic, depending on how Mitsubishi chooses to market the car. The 25 i-MiEVs that Mitsubishi has on trial in the UK are leased out at a more palatable £350 per month, so that may be the method used with production versions too.
Mitsubishi will doubtless be keen to see how competitors such as the Vauxhall Ampera, Chevrolet Volt and Nissan Leaf are priced, not to mention the forthcoming i-MiEV-based electric cars from Peugeot / Citroen.
You’ll be able to knock five thousand off that figure thanks to the OLEV Plug-in Car Grant, but even charging (no pun intended) £28,699 for a small car with a 100-mile range seems crazy. Perhaps those lithium-ion batteries give off some kind of vapour that addles the brain?
Mitsubishi reckons that users will save money when it comes to running costs though, claiming the electricity bill over 12,000 miles will be just £115. The i-MiEV will also be exempt from road tax.
But even with those savings, the figures just don’t appear to stack up. It’s difficult to see how customers will be tempted out of their ‘normal’ cars.
Looking at Mitsubishi’s own range, for example, a £14,849 Lancer Hatchback 1.5 GS2 is almost half the price of the i-MiEV - even after the government subsidy has been deducted.
Part of the problem is that the Lancer’s fuel costs won’t negate such a price difference.
It will, according to Mitsubishi, do 42.8 mpg (6.6 l/100km) on the combined cycle. So, assuming the UK petrol price rises to £1.20 per litre / £5.46 per gallon, you’d spend £1,531 per year on fuel by driving the Lancer 12,000 miles.
Over three years, that’s a total petrol cost of £4,593. A scarily large number, but even so you’d still be better off by over £9,200 buying the Lancer instead of the i-MiEV (ignoring depreciation).
Of course, the list price may ultimately be academic, depending on how Mitsubishi chooses to market the car. The 25 i-MiEVs that Mitsubishi has on trial in the UK are leased out at a more palatable £350 per month, so that may be the method used with production versions too.
Mitsubishi will doubtless be keen to see how competitors such as the Vauxhall Ampera, Chevrolet Volt and Nissan Leaf are priced, not to mention the forthcoming i-MiEV-based electric cars from Peugeot / Citroen.
2010 BTCC entries
Entries for the 2010 British Touring Car Championship have been confirmed. In total there’ll be a healthy 23-car grid this season, with seven different manufacturers and nine different models represented.
For the first time in the BTCC, Chevrolet will be entering a works-backed team. It’ll be debuting the Cruze, following the car’s inaugural campaign in last year’s World Touring Car Championship. The team will be run by RML, also responsible for Chevrolet’s WTCC operation.
Having a second factory team in the championship alongside Honda is good news. Chevrolet’s decision to compete also allows Jason Plato to stay in the BTCC. Having just missed out on the championship last year in his independently entered Chevrolet Lacetti, he’ll be a serious challenger for the 2010 title.
From the picture above, it would appear that Plato has participated in a ‘bring your kid to work day’. In fact it’s his new Chevrolet team mate, 19-year-old Alex MacDowall, who was runner-up in 2009’s Renault Clio Cup.
Pirtek Racing and Pinkney Motorsport - both running a Vauxhall Vectra each - will be the first teams to use the BTCC’s own turbocharged engine, in anticipation of the ‘Next Generation Touring Car’ regulations.
The NGTC rules are due to come into force in 2011, and over the next few years they will see a gradual replacement of the Super 2000 cars currently used in the BTCC. The idea behind NGTC is to cut racing budgets by some 50%, thereby encouraging fuller grids.
Much of that reduction is to be achieved by standardising major components such as gearboxes, suspension and brakes. Switching to more durable two-litre turbo engines will also be a significant cost saver, especially as teams that don’t want to develop their own engines will be able to use an unbranded one developed by TOCA.
That’s what Pirtek and Pinkney are doing, and doubtless all the other teams will be watching closely to see how competitive they are.
The full entry list is:
No. / Driver / Team / Car
2 / Jason Plato / Silverline Chevrolet / Chevrolet Cruze
20 / Alex MacDowall / Silverline Chevrolet / Chevrolet Cruze
4 / Matt Neal / Team Honda / Honda Civic
52 / Gordon Shedden / Team Honda / Honda Civic
5 / Mat Jackson / Airwaves BMW / BMW 320si E90
11 / Steven Kane / Airwaves BMW / BMW 320si E90
6 / Robert Collard / WSR / BMW 320si E90
44 / Andy Neate / WSR / BMW 320si E90
21 / Tom Onslow-Cole / Team Aon / Ford Focus ST
23 / Tom Chilton / Team Aon / Ford Focus ST
22 / Tom Boardman / Special Tuning UK / SEAT Leon
27 / Martin Johnson / Boulevard Team Racing / Vauxhall Astra Coupe
28 / John George / Tech-Speed Motorsport / Honda Integra
29 / Paul O'Neill / Tech-Speed Motorsport / Honda Integra
30 / Martin Depper / Forster Motorsport / BMW 320si E90
37 / Arthur Forster / Forster Motorsport / BMW 320si E90
43 / Lea Wood / Central Group Racing / Honda Integra
55 / David Pinkney / Pinkney Motorsport / Vauxhall Vectra
77 / Andrew Jordan / Pirtek Racing / Vauxhall Vectra
88 / TBA / Triple Eight Race Engineering / Vauxhall Vectra
888 / TBA / Triple Eight Race Engineering / Vauxhall Vectra
98 / Matt Hamilton / TH Motorsport / Honda Civic Type R
99 / Shaun Hollamby / AmD Milltek Racing.com / VW Golf MK5
For the first time in the BTCC, Chevrolet will be entering a works-backed team. It’ll be debuting the Cruze, following the car’s inaugural campaign in last year’s World Touring Car Championship. The team will be run by RML, also responsible for Chevrolet’s WTCC operation.
Having a second factory team in the championship alongside Honda is good news. Chevrolet’s decision to compete also allows Jason Plato to stay in the BTCC. Having just missed out on the championship last year in his independently entered Chevrolet Lacetti, he’ll be a serious challenger for the 2010 title.
From the picture above, it would appear that Plato has participated in a ‘bring your kid to work day’. In fact it’s his new Chevrolet team mate, 19-year-old Alex MacDowall, who was runner-up in 2009’s Renault Clio Cup.
Pirtek Racing and Pinkney Motorsport - both running a Vauxhall Vectra each - will be the first teams to use the BTCC’s own turbocharged engine, in anticipation of the ‘Next Generation Touring Car’ regulations.
The NGTC rules are due to come into force in 2011, and over the next few years they will see a gradual replacement of the Super 2000 cars currently used in the BTCC. The idea behind NGTC is to cut racing budgets by some 50%, thereby encouraging fuller grids.
Much of that reduction is to be achieved by standardising major components such as gearboxes, suspension and brakes. Switching to more durable two-litre turbo engines will also be a significant cost saver, especially as teams that don’t want to develop their own engines will be able to use an unbranded one developed by TOCA.
That’s what Pirtek and Pinkney are doing, and doubtless all the other teams will be watching closely to see how competitive they are.
The full entry list is:
No. / Driver / Team / Car
2 / Jason Plato / Silverline Chevrolet / Chevrolet Cruze
20 / Alex MacDowall / Silverline Chevrolet / Chevrolet Cruze
4 / Matt Neal / Team Honda / Honda Civic
52 / Gordon Shedden / Team Honda / Honda Civic
5 / Mat Jackson / Airwaves BMW / BMW 320si E90
11 / Steven Kane / Airwaves BMW / BMW 320si E90
6 / Robert Collard / WSR / BMW 320si E90
44 / Andy Neate / WSR / BMW 320si E90
21 / Tom Onslow-Cole / Team Aon / Ford Focus ST
23 / Tom Chilton / Team Aon / Ford Focus ST
22 / Tom Boardman / Special Tuning UK / SEAT Leon
27 / Martin Johnson / Boulevard Team Racing / Vauxhall Astra Coupe
28 / John George / Tech-Speed Motorsport / Honda Integra
29 / Paul O'Neill / Tech-Speed Motorsport / Honda Integra
30 / Martin Depper / Forster Motorsport / BMW 320si E90
37 / Arthur Forster / Forster Motorsport / BMW 320si E90
43 / Lea Wood / Central Group Racing / Honda Integra
55 / David Pinkney / Pinkney Motorsport / Vauxhall Vectra
77 / Andrew Jordan / Pirtek Racing / Vauxhall Vectra
88 / TBA / Triple Eight Race Engineering / Vauxhall Vectra
888 / TBA / Triple Eight Race Engineering / Vauxhall Vectra
98 / Matt Hamilton / TH Motorsport / Honda Civic Type R
99 / Shaun Hollamby / AmD Milltek Racing.com / VW Golf MK5
2010 BTCC entries
Entries for the 2010 British Touring Car Championship have been confirmed. In total there’ll be a healthy 23-car grid this season, with seven different manufacturers and nine different models represented.
For the first time in the BTCC, Chevrolet will be entering a works-backed team. It’ll be debuting the Cruze, following the car’s inaugural campaign in last year’s World Touring Car Championship. The team will be run by RML, also responsible for Chevrolet’s WTCC operation.
Having a second factory team in the championship alongside Honda is good news. Chevrolet’s decision to compete also allows Jason Plato to stay in the BTCC. Having just missed out on the championship last year in his independently entered Chevrolet Lacetti, he’ll be a serious challenger for the 2010 title.
From the picture above, it would appear that Plato has participated in a ‘bring your kid to work day’. In fact it’s his new Chevrolet team mate, 19-year-old Alex MacDowall, who was runner-up in 2009’s Renault Clio Cup.
Pirtek Racing and Pinkney Motorsport - both running a Vauxhall Vectra each - will be the first teams to use the BTCC’s own turbocharged engine, in anticipation of the ‘Next Generation Touring Car’ regulations.
The NGTC rules are due to come into force in 2011, and over the next few years they will see a gradual replacement of the Super 2000 cars currently used in the BTCC. The idea behind NGTC is to cut racing budgets by some 50%, thereby encouraging fuller grids.
Much of that reduction is to be achieved by standardising major components such as gearboxes, suspension and brakes. Switching to more durable two-litre turbo engines will also be a significant cost saver, especially as teams that don’t want to develop their own engines will be able to use an unbranded one developed by TOCA.
That’s what Pirtek and Pinkney are doing, and doubtless all the other teams will be watching closely to see how competitive they are.
The full entry list is:
No. / Driver / Team / Car
2 / Jason Plato / Silverline Chevrolet / Chevrolet Cruze
20 / Alex MacDowall / Silverline Chevrolet / Chevrolet Cruze
4 / Matt Neal / Team Honda / Honda Civic
52 / Gordon Shedden / Team Honda / Honda Civic
5 / Mat Jackson / Airwaves BMW / BMW 320si E90
11 / Steven Kane / Airwaves BMW / BMW 320si E90
6 / Robert Collard / WSR / BMW 320si E90
44 / Andy Neate / WSR / BMW 320si E90
21 / Tom Onslow-Cole / Team Aon / Ford Focus ST
23 / Tom Chilton / Team Aon / Ford Focus ST
22 / Tom Boardman / Special Tuning UK / SEAT Leon
27 / Martin Johnson / Boulevard Team Racing / Vauxhall Astra Coupe
28 / John George / Tech-Speed Motorsport / Honda Integra
29 / Paul O'Neill / Tech-Speed Motorsport / Honda Integra
30 / Martin Depper / Forster Motorsport / BMW 320si E90
37 / Arthur Forster / Forster Motorsport / BMW 320si E90
43 / Lea Wood / Central Group Racing / Honda Integra
55 / David Pinkney / Pinkney Motorsport / Vauxhall Vectra
77 / Andrew Jordan / Pirtek Racing / Vauxhall Vectra
88 / TBA / Triple Eight Race Engineering / Vauxhall Vectra
888 / TBA / Triple Eight Race Engineering / Vauxhall Vectra
98 / Matt Hamilton / TH Motorsport / Honda Civic Type R
99 / Shaun Hollamby / AmD Milltek Racing.com / VW Golf MK5
For the first time in the BTCC, Chevrolet will be entering a works-backed team. It’ll be debuting the Cruze, following the car’s inaugural campaign in last year’s World Touring Car Championship. The team will be run by RML, also responsible for Chevrolet’s WTCC operation.
Having a second factory team in the championship alongside Honda is good news. Chevrolet’s decision to compete also allows Jason Plato to stay in the BTCC. Having just missed out on the championship last year in his independently entered Chevrolet Lacetti, he’ll be a serious challenger for the 2010 title.
From the picture above, it would appear that Plato has participated in a ‘bring your kid to work day’. In fact it’s his new Chevrolet team mate, 19-year-old Alex MacDowall, who was runner-up in 2009’s Renault Clio Cup.
Pirtek Racing and Pinkney Motorsport - both running a Vauxhall Vectra each - will be the first teams to use the BTCC’s own turbocharged engine, in anticipation of the ‘Next Generation Touring Car’ regulations.
The NGTC rules are due to come into force in 2011, and over the next few years they will see a gradual replacement of the Super 2000 cars currently used in the BTCC. The idea behind NGTC is to cut racing budgets by some 50%, thereby encouraging fuller grids.
Much of that reduction is to be achieved by standardising major components such as gearboxes, suspension and brakes. Switching to more durable two-litre turbo engines will also be a significant cost saver, especially as teams that don’t want to develop their own engines will be able to use an unbranded one developed by TOCA.
That’s what Pirtek and Pinkney are doing, and doubtless all the other teams will be watching closely to see how competitive they are.
The full entry list is:
No. / Driver / Team / Car
2 / Jason Plato / Silverline Chevrolet / Chevrolet Cruze
20 / Alex MacDowall / Silverline Chevrolet / Chevrolet Cruze
4 / Matt Neal / Team Honda / Honda Civic
52 / Gordon Shedden / Team Honda / Honda Civic
5 / Mat Jackson / Airwaves BMW / BMW 320si E90
11 / Steven Kane / Airwaves BMW / BMW 320si E90
6 / Robert Collard / WSR / BMW 320si E90
44 / Andy Neate / WSR / BMW 320si E90
21 / Tom Onslow-Cole / Team Aon / Ford Focus ST
23 / Tom Chilton / Team Aon / Ford Focus ST
22 / Tom Boardman / Special Tuning UK / SEAT Leon
27 / Martin Johnson / Boulevard Team Racing / Vauxhall Astra Coupe
28 / John George / Tech-Speed Motorsport / Honda Integra
29 / Paul O'Neill / Tech-Speed Motorsport / Honda Integra
30 / Martin Depper / Forster Motorsport / BMW 320si E90
37 / Arthur Forster / Forster Motorsport / BMW 320si E90
43 / Lea Wood / Central Group Racing / Honda Integra
55 / David Pinkney / Pinkney Motorsport / Vauxhall Vectra
77 / Andrew Jordan / Pirtek Racing / Vauxhall Vectra
88 / TBA / Triple Eight Race Engineering / Vauxhall Vectra
888 / TBA / Triple Eight Race Engineering / Vauxhall Vectra
98 / Matt Hamilton / TH Motorsport / Honda Civic Type R
99 / Shaun Hollamby / AmD Milltek Racing.com / VW Golf MK5
Audi R8 Powertrain
The Audi R8 was initially equipped with a 4.2 litre V8 internal combustion engine. Specific detail: it is an all-aluminium alloy 32-valve (four valves per cylinder) petrol engine, utilising Fuel Stratified Injection (FSI), and has a displacement of 4,163 cubic centimetres (254.0 cu in). It develops a motive power output of 309 kilowatts (420 PS; 414 bhp) (Directive 80/1269/EEC), and generates 430
SLS AMG GT3
Images have emerged of the Mercedes-Benz SLS AMG GT3 racing car.
Built to challenge rivals such as the Porsche 997 GT3 Cup S, Ferrari 430 Scuderia, BMW Z4 GT3 and Aston Martin DBRS9, it’s expected to make its competition debut in 2011.
Few details have been revealed about the new car, although its 6.3 litre V8 should produce slightly more than the 571 bhp found in a road-going SLS AMG.
Visually, the most obvious change is the addition of a huge wing on the back, which will work together with the enlarged front splitter to provide plenty of down force on the circuit.
The interior is totally stripped out, and a full roll-cage has been fitted.
It’s unknown whether Mercedes-Benz has approached the FIA yet regarding homologation. It will be interesting to see if the FIA feels those gull-wing doors are a potential safety risk - they’ll certainly make driver extraction difficult if the car ends up on its roof after an accident.
Built to challenge rivals such as the Porsche 997 GT3 Cup S, Ferrari 430 Scuderia, BMW Z4 GT3 and Aston Martin DBRS9, it’s expected to make its competition debut in 2011.
Few details have been revealed about the new car, although its 6.3 litre V8 should produce slightly more than the 571 bhp found in a road-going SLS AMG.
Visually, the most obvious change is the addition of a huge wing on the back, which will work together with the enlarged front splitter to provide plenty of down force on the circuit.
The interior is totally stripped out, and a full roll-cage has been fitted.
It’s unknown whether Mercedes-Benz has approached the FIA yet regarding homologation. It will be interesting to see if the FIA feels those gull-wing doors are a potential safety risk - they’ll certainly make driver extraction difficult if the car ends up on its roof after an accident.
SLS AMG GT3
Images have emerged of the Mercedes-Benz SLS AMG GT3 racing car.
Built to challenge rivals such as the Porsche 997 GT3 Cup S, Ferrari 430 Scuderia, BMW Z4 GT3 and Aston Martin DBRS9, it’s expected to make its competition debut in 2011.
Few details have been revealed about the new car, although its 6.3 litre V8 should produce slightly more than the 571 bhp found in a road-going SLS AMG.
Visually, the most obvious change is the addition of a huge wing on the back, which will work together with the enlarged front splitter to provide plenty of down force on the circuit.
The interior is totally stripped out, and a full roll-cage has been fitted.
It’s unknown whether Mercedes-Benz has approached the FIA yet regarding homologation. It will be interesting to see if the FIA feels those gull-wing doors are a potential safety risk - they’ll certainly make driver extraction difficult if the car ends up on its roof after an accident.
Built to challenge rivals such as the Porsche 997 GT3 Cup S, Ferrari 430 Scuderia, BMW Z4 GT3 and Aston Martin DBRS9, it’s expected to make its competition debut in 2011.
Few details have been revealed about the new car, although its 6.3 litre V8 should produce slightly more than the 571 bhp found in a road-going SLS AMG.
Visually, the most obvious change is the addition of a huge wing on the back, which will work together with the enlarged front splitter to provide plenty of down force on the circuit.
The interior is totally stripped out, and a full roll-cage has been fitted.
It’s unknown whether Mercedes-Benz has approached the FIA yet regarding homologation. It will be interesting to see if the FIA feels those gull-wing doors are a potential safety risk - they’ll certainly make driver extraction difficult if the car ends up on its roof after an accident.
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