Tuesday, August 25, 2009
Sunday, August 23, 2009
mercedes benz clk gtr roadster
motor sport firm is producing five CLK GTR Roadsters which are nearing completion. The car you see here is the first Roadster, chassis #0001, and it is ready for public sale.
The company behind the GTR Roadster is H.W.A. GmbH. They have a long history developing Mercedes-Benz race cars: Since 1967, HWA have been producing Mercedes-driven cars such as the CLK DTM touring cars and other one-of creations. HWA also have a large history with AMG. Together, HWA and AMG have been creating cars for FIA GT1 motor sport. HWA has been specifically responsible for the manufacture and design of these machines.
Back in 1999, DaimlerChrysler acquired AMG, renaming it to Mercedes AMG GmbH. In doing so, they effectively separated HWA from AMG developments. This left the 170-employee firm with independence over its products. Such freedom has let the company produce the stunning CLK GTR Roadster.
In November of 1998 the very first road-going CLK GTRs were completed. These cars were part of a limited series necessary to homologate the GT1 racecar. GTRs competed in every round of the 1997 FIA GT Championship against the Porsche GT1, BMWLMR and McLaren F1. That season Mercedes dominated, bringing the championship to Mercedes and HWA.
The technology used to beat McLaren on the track is currently bred into the new CLK GTR Roadster. The basis of our roadster is a race-proven, carbon fibre monocoque. Protection for the occupants is provided by an integrated steel roll cage with rigid crash-impact boxes.
A familiar six-liter, Mercedes V12 is the center piece of the roadster. AMG have refined this engine to include an increase in capacity from 6.0 to 6.9 liters. Other key features include an entirely new intake system and revised exhaust headers. The complete system allows the GTR to lash out 610 horsepower to it's rear wheels.
A six-speed transmission is fitted to the power plant. Gear changes are made sequentially by two paddles behind the steering wheel.
Behind the GTR Roadster is a wealth of experience attained through motors port practice. Each CLK GTR reflects the successful heritage which includes the 1997 FIA championship. Only five cars will be produced by HWA, the same company which developed and raced the 1997 GTR. With such expertise and exclusivity we can boldly claim the CLK GTR Roadster is one of the greatest modern-day supercars ever offered.
Of the five examples, only one will be available for public sale. Our car, chassis number one, is being sold by the Classic Car Collection in Switzerland. For more information on the sale, please contact HWA via their website: http://www.carclassic.com
| engine | 60 Degree V12 |
| position | Mid Longitudinal |
| aspiration | Natural |
| valvetrain | DOHC, 4 Valves per Cyl |
| displacement | 6898 cc / 420.9 cu in |
| bore | 89.0 mm / 3.5 in |
| stroke | 92.4 mm / 3.64 in |
| compression | 10.5:1 |
| power | 456.4 kw / 612.0 bhp @ 6800 rpm |
| hp per litre | 88.72 bhp per litre |
| bhp/weight | 375.46 bhp per weight |
| torque | 775 nm / 571.6 ft lbs @ 5250 rpm |
| redline | 7200 |
| drive wheels | Mid Engine / RWD |
| body / frame | Carbon Fibre Monocoque w/Intgrated Roll Cage |
| front brakes | Vented Carbon Fibre Discs w/6-Pot Calipers, Hydrualic Assist, ABS |
| f brake size | 381 mm / 15.0 in |
| rear brakes | Vented Carbon Fibre Discs w/4-Pot Calipers, Hydraulic Assist, ABS |
| r brake size | 356 mm / 14.0 in |
| front wheels | F 45.7 x 26.7 cm / 18.0 x 10.5 in |
| rear wheels | R 45.7 x 31.8 cm / 18.0 x 12.5 in |
| front tire size | 295/35 ZR18 |
| rear tire size | 345/35 ZR 18 |
| steering | Rack & Pinion w/Power Assis |
| f suspension | Double Wishbones w/Push-Rod Acuated Coil Springs, Shock Absorbers, Anti-Roll Bar |
| r suspension | Double Wishbones w/Push-Rod Acuated Coil Springs, Shock Absorbers, Anti-Roll Bar |
| weight | 1630 kg / 3594 lbs |
| wheelbase | 2670 mm / 105.1 in |
| front track | 1665 mm / 65.6 in |
| rear track | 1594 mm / 62.8 in |
| length | 4855 mm / 191.1 in |
| width | 1950 mm / 76.8 in |
| height | 1100 mm / 43.3 in |
| transmission | 6-Speed Sequential w/Paddle-Shift Operation |
| gear ratios | 3.235:1, 2.097:1, 1.560:1, 1.231:1, 1.020:1, 0.871:1 |
| final drive | 2.88:1 |
| top speed | 320 kph / 198.8 mph |
| 0 - 60 mph | 3.8 seconds |
BMW collect Auto Express New Car Awards 2009
A panel of motoring experts from Auto Express assessed the latest vehicles on sale in the UK. The Auto Express road test team said of the BMW 3 Series Saloon: “BMW’s superior dynamics won the day. A model range that includes everything from a diesel variant capable of 62.8mpg to the supercar-chasing 414bhp M3 is unbeatable.” The BMW 3 Series Convertible received equally high praise with the team commenting: “The standard 3 Series is famed for its sharp handling rear-wheel-drive chassis and the Convertible is no different. It leaves the competition trailing with its agility, grip and balance, while the engine range includes BMW’s potent petrol and diesel units.”
The BMW Z4, 3 series Coupe, 5 series Saloon, 7series, X6 and MINI JCW all received special praise. BMW have recently been crowned Best Fleet Car 2009 by Fleet World and the BMW 318d awarded top Executive Car in the What Car? Green Car Awards 2009.
shelby daytona coupe auctioned for $7.25m
At Saturday’s Mecum auction in Monterey, a 1965 Shelby Daytona Cobra Coupe sold for a record-setting $7.25 million. The Daytona, one of six such race cars hand-built by Carroll Shelby and his team, set the record for the highest price paid for an American car at auction. Bob Bondurant piloted Daytona CSX2601 to win the GT class of the World Manufacturers Championship in 1965, beating out defending champion Ferrari. He was also on hand to drive the car across the auction block.
The same $7.25 million would have bought a 1904 Rolls-Royce 10hp Two-Seater that sold December 2007 in London. And the priciest cars sold at auction? Earlier this year, a 1957 Ferrari 250 Testa Rossa sold in Italy for $12.2 million, while last May a 1961 Ferrari 250 GT SWB California Spyder went for $10.9 million.
Saturday, August 22, 2009
Bentley GTC Speed: top speed test
| Bentley GTC Speed specifications: |
- 6.0 liter twin turbo W12 engine
- 600 hp @ 6100 RPM
- 553 tq @ 1700 RPM
- 0-60 mph in 4.5 seconds
Tuesday, August 18, 2009
2010 SUBARU OUTBACK 2.5i LIMITED
Subaru knows it's going to start an argument when it professes to have “arguably started the crossover segment” with the introduction of the Outback version of the Legacy wagon back in 1995.
The AMC Eagle had beaten it to market by 15 years with a raised, outdoorsy, wagon-bodied machine that put power to all four wheels, all the time, a formula the new-generation 2010 Outback follows to this day. But where Subaru's argument really falls off the rails is that they themselves did not call the Outback a crossover until well after the crossover craze began to take off early this millennium.
Subaru had previously called it a sport-utility wagon, wanting to hitch its marketing buzz on to the hot SUV trend of the 1990s. Since the term “wagon” has unfortunately become the marketing leper of the automotive dictionary, Subaru's claims to creating the “crossover” class now ring hollow.
“The Outback mindset is very SUV-related,” said Anton Pawcuk, Subaru of Canada product planning manager. “The needle has moved to the SUV side of the spectrum on a wagon-to-SUV scale.”
No kidding. The latest Outback is considerably taller and more angular than the Legacy, more so than ever before, although they still share headlight treatments that speak to their close relations.
Although the Outback's design is smoothly rugged as per modern crossover fashion, you can almost see Subaru's desire to make the Outback more mainstream, which results in a visual ambiguity played out in its amorphous lines that are neither wagon nor SUV.
Regardless what you call it, the Outback is a popular vehicle for Subaru, traditionally accounting for one-third of Subaru's sales in Canada. It greatly outsells the Legacy sedan, with which the Outback shares body architectures, engines and transmissions.
And that's despite the Outback's higher starting price, which is now at $28,995, down $2,000 from last year's model, plus as much as $3,400 for fully loaded versions. Good news, right? It is, right up until you notice that the U.S.-built Outback starts at $22,995 (U.S.) just over the border, which translates to just under 25-large Canadian ($24,785).
Sure, this isn't the egregious 10 grand or so MSRP difference you'd see on some Subarus last year, when the dollar was close to par. But it does show that Subaru still has a ways to go to match the much closer price differentials on the Toyota Venza and the Ford Edge, which Subaru sees as close rivals.
Then again, Subaru also sees the Volkswagen Passat, Mitsubishi Outlander and Volvo V50 wagon as competitors, figuring that the Outback will draw interest from those considering mid-size sedans, compact SUVs/crossovers, compact sedans and higher end wagons like the Volvo V50 and pricier Volvo XC70.
So the Outback competes with almost anything with four doors between 20 and 50 grand. That's a wide net to cast for any one vehicle. Perhaps the only vehicle the Outback doesn't compete against is a Legacy wagon, since Subaru has dropped that body style for 2010.
The Outback's slightly boxier lines compared with the Legacy do help in some practical areas, however. The extra seven cm of ground clearance and taller body mean that the Outback is easier to enter and exit, while providing that higher down-the-road view that so many buyers appreciate.
Cargo room is a generous 972 litres, about double what your average mid-size sedan offers, which expands to a massive 2,019 litres with the rear seats folded. Plus if you need to attach something bulky to the roof, the Outback provides ingenious roof rails that have simple lift-and-fold-out cross members that stay out of the wind until you need them.
Under the hood, the Outback again offers four- and six-cylinder horizontally opposed (boxer) engines, while maintaining full-time all-wheel drive as standard equipment.
The base Outback PZEV offers a 2.5-litre four that produces 170 hp and 170 lb-ft of torque, and is rated as a partial zero emission vehicle, thanks to a special charcoal canister in the air intake, and various engine and ECM tweaks that reduce evaporative and exhaust emissions.
Unlike hybrid versions of regular cars, the cleanest PZEV model of the Outback is the least expensive version, which comes with fewer features inside. Even though the PZEV's exhaust is cleaner, it still emits the same amount of carbon dioxide, judging from the identical mileage it achieves with the 2.5i Sport that shares the base Outback's drive train, but not its PZEV upgrades.
At an impressive average of 9.5 litres/100 km city and 6.9 highway, the Outback is considerably less thirsty than the same-displacement engine in the Subaru Forrester, and even better overall than a front-wheel-drive Venza.
This improved fuel economy comes down mainly to the optional new continuously variable transmission, while the manual six-speed versions deliver decidedly thirstier numbers, 10.6 city/7.4 highway. True, the CVT occasionally revs higher than one expects, especially in hilly areas such as we encountered often zipping up and down Newfoundland's eastern and southern coasts.
Like the five-speed automatic available with the 3.6-litre engine in the 3.6R, the CVT also comes with shift paddles, where six preprogrammed ratios allow a little more driver control over engine speed. That six-cylinder/five-speed combo is the best matchup, with tangibly smoother idle, hill-climbing and highway cruising manners.
Its 265 hp not only made short highway on-ramps much less dramatic, its 247 lb-ft of torque gave it gobs more oomph down low to help motivate the Outback. The downside is the higher three grand or so price, plus the thirstier 11.8 city/8.2 highway fuel economy numbers.
The Japanese company has also managed to forge itself a shelf heavy with safety accolades recently, and although government and insurance safety ratings haven't yet been released, standard safety equipment in the Outback includes side and side curtain airbags, whiplash-reducing front seats and head restraints, and electronic stability and traction control. Plus the additional active safety benefits of full-time all-wheel-drive in every model, which will help you get going in snow, or up a muddy, slippery slope, as it did on a short, off-road obstacle course we tackled.
The 2010 Outback provides a practical and planet-conscious way to get your crossover fix, even if it still occasionally struggles with its multiple personalities.
2010 SUBARU OUTBACK 2.5i LIMITED
Base price: $28,995; as tested $38,095
Engine: 2.5-litre, horizontally opposed, four-cylinder, SOHC
Horsepower/torque: 170 hp/ 170 lb-ft
Transmission: CVT
Drive: All-wheel-drive
Fuel economy (litres/100 km): 9.5 city/6.9 highway; regular gas
Alternatives: Dodge Journey, BMW 328i xDrive Touring, Ford Edge, Toyota Venza, Volkswagen Jetta Wagon, Volvo V50/XC70
Type: Mid-size five-seat crossover
Like
- Higher ride height makes entry easier, adds seven cm of ground clearance
- Larger and more practical than similarly priced compact rivals
- Its six-cylinder engine provides prompt yet refined near-luxury-like response
Don't like
- Seats are a little short on thigh support, ending far from one's knees
- Fully loaded models venture into near-luxury pricing
- Legacy wagon no longer available as an Outback alternative
- Even with lower MSRP this year, still a major disparity with U.S. pricing
Mercedes van earns five stars for safety
The Mercedes Benz Viano and Vito light commercial vehicles have become the first vans sold in Australia to earn five-star safety ratings.
The top safety gong was announced on Tuesday by the Australian New Car Assessment Program (ANCAP) after the latest crash tests.
Both vehicles were subjected to frontal offset, side offset and pole crash tests with ANCAP finding the vans' passenger compartments held their shape well on impact.
The vans are fitted with dual front airbags, anti-lock brakes and stability control, while side airbags are standard on the Viano and an option on the Vito.
Side airbags must be fitted for the vans to earn the five-star rating.
ANCAP chairman Lauchlan McIntosh said the Mercedes Benz models followed a trend towards greater occupant safety in commercial vehicles.
"Over the past 12 to 24 months we have seen manufacturers actively working to build safety into these vans," he said.
Mr McIntosh said the result was also great news for Australian industrial workers and tradespeople who use such vehicles at work every day.
"We have seen the family car, utes and now these light commercial vehicles gradually become safer in the interests of the occupants and all who use the road," he said.
Ferrari 288 GTO owners celebrate 25 years of the Ferrari supercar
Sunday, August 16, 2009
Honda FCX Clarity 2009
Early on an unseasonably warm morning this past weekend I was already getting some good seat time behind the wheel of a hydrogen-fueled 2009 Honda FCX Clarity. By the way, just remembering that there are only three of these fuel-cell sedans in existence, other than the seven that have already been delivered to lessees, is a cause for perspiration.
Luckily, there were cooled, ventilated seats and strong A/C in the FCX Clarity, and it’s a real, finished vehicle that goes down the road with polish and poise; it weighs less than 3,600 pounds, so it doesn’t clunk and crash like some other fuel-cell vehicles that have been adapted to an existing platform or vehicle. Ride quality is good, the FCX stays quite flat when cornering, with the steering on the light side but somehow fitting the car’s techy but not overly sporty character.
The powertrain in the 2009 Honda FCX Clarity is a gem; it’s a simple direct-drive electric-motor setup, making 134 horsepower and 189 pound-feet of torque, fed by the combination of a 100-kW fuel-cell stack (developed in-house by Honda) and a 288-volt lithium-ion battery that’s kept in charge by regenerative braking and the fuel cell. A high-pressure tank holds 171 liters of compressed hydrogen at 35 MPa (that’s around 5,000 psi).
At any moment, depending on what the control unit decides is most efficient, power can be provided by any combination the fuel cell and the battery. A bright display uses blue (hydrogen) and green (battery) to distinguish the two while also showing total power, in the place of a normal tachometer.
As with most electric cars, the torque available from a standing start is impressive; although the kick fades a bit above 40 mph, it still feels very responsive at Interstate speeds. With the rarity of the Clarity always on my mind, I still managed to let loose a little bit and get it up to an 80-mph cruise for a short time, and test its full-throttle passing power. At 80, the Clarity feels confident and relaxed.
Since we last truly drove the FCX, in concept form, Honda has made some necessary concessions to the production FCX Clarity but also given it a wealth of high-tech luxury and comfort features. Gone are the space-age carbon-fibers and composites of the concept, replaced with a high-strength steel body that works just as well. The revised interior design gets a center stack that reminds us of those on Acuras, with a two-tiered dash that follows the design of recent Hondas. It’s both straightforward and sophisticated, with automatic climate control and a full-featured sound system (which we didn’t try). But lots of surprising tech features, including collision mitigation, a smart cruise-control system, and those heated and cooled seats.
The one thing Honda still hasn’t done much with in the Clarity is the constant buzz—or shall we say whine—of the compressor that keeps the fuel-cell stack fed with hydrogen; it’s an ever-present reminder of the fuel cells, yet you won’t notice it as much when you’re up to speed.
The FCX Clarity is a roomy sedan, with a real back seat and a surprising amount of back-seat space; a small hump at the fore end of the trunk is the only obvious concession for the fuel cell. Honda Bio-Fabric, a new eco-friendly upholstery made of made of fermented corn, looks and feels great.
2009 Honda FCX Clarity
2009 Honda FCX Clarity
2009 Honda FCX Clarity
On the outside, finned, forged-aluminum five-spoke wheels, the small window to help visibility in back, and the matte-aluminum look to the door handles and trim, all add to a luxurious but futuristic look.
The FCX Clarity can go an EPA-certified 240 miles per tank of hydrogen, though Honda engineers say that normal expected range will be a bit under that with the type of driving we were doing or a bit higher with slow, smooth driving. I was encouraged to take advantage of the powertrain, and after 86 miles of fast driving, mostly on the Interstate, we arrived to our destination with an indicated 94 miles of range remaining.
The 2009 Honda FCX Clarity is being delivered now through specially approved California Honda dealerships as part of a special lease arrangement. Honda announced last year that it would deliver 200 of them to U.S. customers within three years.
2009 Honda FCX ClarityEnlarge Photo Early on an unseasonably warm morning this past weekend I was already getting some good seat time behind the wheel of a hydrogen-fueled 2009 Honda FCX Clarity. By the way, just remembering that there are only three of these fuel-cell sedans in existence, other than the seven that have already been delivered to lessees, is a cause for perspiration. Luckily, there were cooled, ventilated seats and strong A/C in the FCX Clarity, and it’s a real, finished vehicle that goes down the road with polish and poise; it weighs less than 3,600 pounds, so it doesn’t clunk and crash like some other fuel-cell vehicles that have been adapted to an existing platform or vehicle. Ride quality is good, the FCX stays quite flat when cornering, with the steering on the light side but somehow fitting the car’s techy but not overly sporty character. The powertrain in the 2009 Honda FCX Clarity is a gem; it’s a simple direct-drive electric-motor setup, making 134 horsepower and 189 pound-feet of torque, fed by the combination of a 100-kW fuel-cell stack (developed in-house by Honda) and a 288-volt lithium-ion battery that’s kept in charge by regenerative braking and the fuel cell. A high-pressure tank holds 171 liters of compressed hydrogen at 35 MPa (that’s around 5,000 psi). 2009 Honda FCX ClarityEnlarge Photo At any moment, depending on what the control unit decides is most efficient, power can be provided by any combination the fuel cell and the battery. A bright display uses blue (hydrogen) and green (battery) to distinguish the two while also showing total power, in the place of a normal tachometer. As with most electric cars, the torque available from a standing start is impressive; although the kick fades a bit above 40 mph, it still feels very responsive at Interstate speeds. With the rarity of the Clarity always on my mind, I still managed to let loose a little bit and get it up to an 80-mph cruise for a short time, and test its full-throttle passing power. At 80, the Clarity feels confident and relaxed. Since we last truly drove the FCX, in concept form, Honda has made some necessary concessions to the production FCX Clarity but also given it a wealth of high-tech luxury and comfort features. Gone are the space-age carbon-fibers and composites of the concept, replaced with a high-strength steel body that works just as well. The revised interior design gets a center stack that reminds us of those on Acuras, with a two-tiered dash that follows the design of recent Hondas. It’s both straightforward and sophisticated, with automatic climate control and a full-featured sound system (which we didn’t try). But lots of surprising tech features, including collision mitigation, a smart cruise-control system, and those heated and cooled seats. The one thing Honda still hasn’t done much with in the Clarity is the constant buzz—or shall we say whine—of the compressor that keeps the fuel-cell stack fed with hydrogen; it’s an ever-present reminder of the fuel cells, yet you won’t notice it as much when you’re up to speed. The FCX Clarity is a roomy sedan, with a real back seat and a surprising amount of back-seat space; a small hump at the fore end of the trunk is the only obvious concession for the fuel cell. Honda Bio-Fabric, a new eco-friendly upholstery made of made of fermented corn, looks and feels great. 2009 Honda FCX ClarityEnlarge Photo 2009 Honda FCX ClarityEnlarge Photo 2009 Honda FCX ClarityEnlarge Photo On the outside, finned, forged-aluminum five-spoke wheels, the small window to help visibility in back, and the matte-aluminum look to the door handles and trim, all add to a luxurious but futuristic look. The FCX Clarity can go an EPA-certified 240 miles per tank of hydrogen, though Honda engineers say that normal expected range will be a bit under that with the type of driving we were doing or a bit higher with slow, smooth driving. I was encouraged to take advantage of the powertrain, and after 86 miles of fast driving, mostly on the Interstate, we arrived to our destination with an indicated 94 miles of range remaining. The 2009 Honda FCX Clarity is being delivered now through specially approved California Honda dealerships as part of a special lease arrangement. Honda announced last year that it would deliver 200 of them to U.S.
Friday, August 14, 2009
Honda Civic Type R
WHAT IS IT about some cars? The ones you spend ten minutes behind the wheel with, and then you’re hooked.
You can’t stop thinking about them, how they feel at wheel, and how they make a sound that gets into your skin and makes your neck hairs tingle when you’re firing through the gearbox and the tacho is dancing at the redline.
This is Honda’s brattish but charismatic Civic Type R. It’s as cheeky as schoolies week and has fun written all over it.
It is deliciously balanced – few sub-$45k cars are as satisfying on a winding mountain run – and few have such poise and ‘connectedness’ at the wheel.
From the mesh grille, to the funkified interior, the chunky racing-style seven-spoke alloys, to the high tail and twin-exhaust rear, Honda’s little warrior oozes enthusiasm and on-road vigour.
Styling
Not everyone is a fan of the Type R’s edgy lines. Me? I love them. To these eyes there is not an angle that doesn’t work.
Short, with bobbed tail and raked road-hugging nose, its lines are classic ‘wheel-at-each-corner’ styling. And hunkered over guards-filling 18-inch alloys, it looks loaded and ready for business.
Subtle fender extensions rim the guards and carry through into the side sills, front spoiler and rear diffuser.
Out back, a high integrated rear spoiler wraps across the hatch, a styling ‘nod’ to its spiritual forebear, the stunning CRX of twenty years earlier.
There is a distinctive triangular motif repeated in the fog lights, door handles, and twin tail-pipes, and a flattened chevron crease linking the tail-light clusters.
The goodness continues when you pop the bonnet. With smart brushed-alloy surfaces, exposed pipes and exquisite layout, few engines this side of an Alfa Romeo have such appeal.
Head to tail, ‘our’ Type R, in white, looked a treat. There’s little I’d fiddle with or want to change… perhaps I’d put a set of graphite Compomotive Motorsport rims under it. But otherwise, straight from the box, the Type R has head-turning style.
The Interior
Inside, things don’t work as well for me.
No complaints though about the hugging Alcantara sports seats, nor the feel of the leather-bound wheel, drilled metal pedals and fabulous stubby gear-shift. The moment you nestle into the Type R it feels right. It feels like a car begging to have its wheels driven off.
It’s comfortable and surprisingly roomy – even for back-seat passengers. It is also nicely trimmed with an up-market feel to the materials and fit and finish.
The problem I have is with the over-designed dash. I find it a bit of a mess of lines and pieces. Sure, I can get used to it, but I’d prefer something less fussy and easier on the eye.
It seems to be a feature of a lot of Honda dashboards at the moment – in the Accord, the Jazz and the Odyssey. It seems like Honda’s interior designers did not know when to stop.
It’s no deal-breaker, but I’ll take simplicity over fussiness any day.
That said, there are also no complaints with how things work; the logical arrangement of the controls and functions, the immense ‘in yer face’ tacho, eye-high speed readout and the layout of the centre console.
So, all up, a ‘thumbs up’ for ergonomics, fit, quality of materials and for one of the best six-speed shifts you’ll lay a hand on; but a ‘thumbs down’ for the fussy dash.
Equipment and Features
There is no shortage of features nor standard-fit equipment for the Type R. From the natty start button, to the tilt and reach adjustable steering wheel, retractable wing mirrors, halogen headlights with auto on/off, and rear parking sensors – all standard – the Type R is well-configured out of the box.
It also comes with dual-zone climate control, rain-sensing wipers, iPod, USB integration, aux-in jack, and high-fidelity radio and MP3-compatible CD.
For safety there are driver and front passenger side and front airbags, full length curtain airbags, seat-belt pretensioners, progressive crumple zones and a tyre deflation warning system.
And down below, to keep the show on its feet and pointing where it should, the Type R features ABS (with EBD), vehicle stability assist (VSA) and traction control (TCS).
When at the wheel and cosseted in classy sports buckets, the Type R looks and feels like a premium small car package.
Mechanical Package
The soul of the Type R though is in its engineering.
The DOHC i-VTEC engine in that short swooping snout is a jewel. Just 1998cc, race-car style ‘square’ (with an 86.0mm bore and matching 86.0mm stroke), and engineered with low-friction high-compression pistons and lightweight conrods, it’s designed for revs, and lots of them.
Maximum power of 148kW is not found until 7800rpm, just 200rpm short of the 8000rpm redline, with maximum torque of 193Nm chiming in at a high 5600rpm. From 5500rpm up, it howls like a Banshee (it simply sounds fabulous).
Though it loves revs, its breeding is also evident at idle where it hums with perfect balance and Swiss-watch precision.
Putting drive to the front wheels, that sweet i-VTEC engine is hooked up to one of the nicest six-speed boxes in the business. Firm, precise, topped by a snug brushed-aluminium knob, and with each gear slotting home with a satisfying ‘tuk’, it is simply a joy to use.
Below, keeping traction to the tarmac, the Type R comes with a limited-slip diff and sports suspension – McPherson struts up front and torsion beam rear.
Steering is electric assisted. Precise, direct, with thread-the-needle accuracy, it provides the right feedback from the road and a surprisingly tight turning circle (given the big rubber).
Ventilated 300mm discs up front and 260mm solid discs at the rear wheels, take care of stopping power. With a relatively light body, a wheel at each corner, and pedal-feel that is just right, braking performance is at the top of the class.
The Drive
If you’ve got to this point and have not yet worked out that this reviewer finds the Type R a cracking drive, then you seriously haven’t been paying attention.
Some reviewers have completely missed the point with the Type R. They assume that driving satisfaction is derived from a single narrow point – raw kilowatts and blood ‘n guts straight line performance.
Which is quite wrong. Well, for many of us that is.
Now I’ve never met a kilowatt I didn’t think was a thoroughly decent chap, but I like balance and on-road finesse even more. To me, the car you can wear like a skin is the superior drive and ultimately more satisfying.
The Type R is a finely-honed blade, it’s not a broadsword; it doesn’t bludgeon out performance figures, it neatly incises. And it doesn’t hurl you down the road like its turbo-driven competitors - Mazda’s MPS, Focus XR5 Turbo, Megane Turbo – but is light on its feet like a sprinter.
And it does it in such an appealing way. The howl of the 2.0 litre i-VTEC DOHC engine on song is one of the great affordable car sounds… better than an Alfa 147, much better than the MPS or Focus XR5, better even than the GTI Golf.
Above 5500rpm, it simply takes off. From there to its 8000rpm redline, it fills the ears, sends a rising shiver through the spine and turns the neck-hairs electric.
We put the Type R over a range of roads and surfaces. Around the city, it is the perfectly behaved commuter – comfortable, stylish, fun to drive, economical, a good turning circle and with surprising space inside.
Let it loose on a mountain road though, and its true character emerges. Then, that beautifully calibrated sports suspension and the inherent balance of the package comes to the fore.
Below, it is firm but not jarring, with just the right amount of elasticity and initial compliance to take the harshness out of the road surface, but retain go-kart like handling balance.
It is also brilliantly damped. Even at speed there is little wallow or loss of feel with the contours of the road. Who needs all-paw with this sort of balance? With the Type R, you can carry momentum deep into a corner, lift, then fire out.
Keep the revs on song and it’s a rocket around a mountain road. Torque steer is barely evident; ok, you feel a little tugging sometimes, but it’s telling you you’ve got the torque in the sweet spot and the next apex in the gun-sights.
With the Type R, when you’re really punting things along, you can’t help but appreciate the superior performance-car ergonomics at the wheel. Then, everything comes together, the free-spinning i-VTEC jewel in the nose, the slick precise shift, the hugging seats, the feel at the wheel and the ‘conversation’ with the road.
Some reviewers have found the Type R’s underpinnings a little too firm. That’s a creaking bones baby-boomer comment if ever I’ve heard one. Fact is, it simply feels taut like a sports car should.
Drive it and you’ll understand.
The verdict
The moment you pick up the keys to the Type R, your blood will run a little hotter. Well, mine does… the Type R is a box of chocolates; the best bits are sensational, and even the bits that are not so good are delicious.
But don’t buy the Type R if you are looking for the fastest kid on the block, or if you want the kind of thumping torque that its forced-induction competitors offer.
It’s not that kind of car and not that kind of drive.
But put the Type R high on the list if you value finesse, sporting balance, Swiss-watch engineering, a silky-slick gear-shift and a screamer of an engine.
Though it’s a segment where we’re spoiled for choice, among the hot-hatch ‘brat-pack’ the Type R is something special.
2009 Honda Civic Type R Specifications |
| Body Type | 3 Door Hatch |
| Classification | Small Car |
| Configuration | Front-Engined |
| Engine Type | K20A |
| Cylinders | 4 In-Line |
| Capacity | 1998cc |
| Bore - Stroke | 86mm x 86mm |
| Compression Ratio | 11.0:1 |
| Cooling | Liquid-Cooled |
| Fuel System | 95 Octane Unleaded |
| Induction System | Naturally Aspirated |
| Max Power | 148kW@ 7800 rpm |
| Max Torque | 193Nm@ 5600 rpm |
| Kerb weight | 1345kg |
| Economy | 9.3 l/100km |
| CO2 Emissions | 219g/km |
| Transmission | 6-Speed Manual |
| Drive Type | Front-Wheel-Drive |
| Fuel Tank Capacity | 50 litres |
| Suspension Front | MacPherson strut |
| Suspension Rear | Torsion beam axle |
| Brakes Front | Ventilated disc, sliding caliper |
| Brakes Rear | Solid disc, sliding calipe |
| Wheels | 18 x 7.5J alloys, space saver spare |
| Tyres | 225/40 R18 |
| Wheelbase | 2635mm |
| Track Front | 1505mm |
| Track Rear | 1530mm |
| Ride Height | 120.3 (unloaded) |
| Seating | Seats 4 |
| Luggage space seats up | 415 litres |
| Cupholders | 2 |
| Active safety features | Vehicle Stability Assist (VSA) with Traction Control System (TCS), ABS, EBD |
| Passive Safety Features | Front and side airbags for front occupants, full-length curtain airbags |
| Interior Trim Type | Fabric |
| Audio System | Six-speaker AM/FM radio, single CD with MP3 and WMA, auxillary input with iPod integration |
| Price As Tested | $41,990 (before on-road costs) |
| TMR Rating |  |
Wednesday, August 12, 2009
BMW 7 Series - Travel in style, comfort and highly secured
BMW 7 Series - What is high security series mean?
New generation of up-armored BMW 7 Series High Security announced by John Matras
You’re not really important until someone wants to kill you. And that, plus a desire to travel in a certain level of style and comfort, is the reason for the latest editions of BMW high-security 7-series sedans, appropriately enough named BMW 7 Series High Security.
While a quick internet search will result in a sizeable list of automotive armor upfitters, only Mercedes-Benz and Audi also produced ballistic and explosion resistant automobiles in-house. The newest are the BMW 7 Series High Security models, the BMW 750Li and BMW 760Li, both the longer wheelbase version of the 7-series sedans, with BMW’s new twin-turbo 4.4-liter V-8 and newly developed V-12 respectively.
BMW claims that the 7 Series High Security models are the first in the world to meet BRV 2009 certification and new ballistic protection level VR7. If you really understand what’s entailed in those standards, you’re in a different occupation than we are. It’s sufficient to say that the armor stops some rather heavy hardware.
To do that the 7 Series High Security models receive vehicle-specific armor plating made from special steel. Armor is provided in all directions, naturally, including the doors, roof, roof pillars, front footwell and the divider between the trunk and passenger compartment. The specially-produced steel plates accurately match the body contours of the 7 Series. Door cut and body joint lines are also safely sealed. Considering the world we live in, special attention was given to making the floor explosion resistant.
The windows are new, multi-layer laminated glass 2.4-inches thick with a polycarbonate layer on the inside to prevent shattered glass from penetrating the interior.
This all adds weight, of course, but an advantage of in-house development is modifying the suspension for the extra poundage. BMW reinforces the suspension links, shocks and suspension strut top mountings and calibrates the suspension to provide BMW-like handling despite the added mass. BMW’s Dynamic Damping Control is also standard, allowing the shocks to adjust to different road surfaces.
The BMW 760Li High Security’s V-12 produces 544 hp and, importantly considering the weight, 553 lb-ft of torque at 1500 rpm. With BMW’s new 8-speed automatic transmission, the BMW 760Li can get to 62 mph in 6.2 seconds, according to BMW. Professor Newton would be impressed, no doubt, by getting this object from rest to motion quite so quickly.
The BMW 750Li’s 4.4-liter twin-turbo V-8, however, with a mere 407 horsepower and six-speed automatic takes 7.9 seconds for the same task.
BMW has also provided the 7 Series High Security models with upgraded high-performance brakes. Once again, what Professor Newton said about bodies in motion applies particularly to heavy armor-plated objects in motion. Run-flat tires have a separate tire pressure sensing system and special temperature sensors.
If you really want to impress us, however, you’ll go for the options. There’s the ever-popular assault alarm. Or you can talk to us without rolling down those thick windows via an intercom system with concealed microphones and speakers. You can also have under-hood and under-body fire extinguishers.
You can stop gas attacks with an automatic sensing system that closes all windows, activates central locking, closes off fresh-air ventilation and activates as needed a fresh air supply for breathable air inside the car.
And if you have the proper credentials, BMW will provide for everything from flag holders to a center console with compartments for a pair of machine guns.
Of course, one doesn’t shop for a BMW 7 Series High Security model at the corner Bimmer store. BMW provides “discrete consultancy and personalized sales and service support all over the world.” Delivered, no doubt, in a plain brown wrapper. High Security models are also serviced by certified garages only. Again, your corner BMW store loses out again.
This typically isn’t an “owner-operator” vehicle, but BMW will provide specialized driver training for its security vehicles. The men-in-black with dark glasses and ear-speakers, however, are your responsibility.
Impressive as that is, however, remember that because you are important, people may want to kill you. But just because people want to kill you doesn’t mean you’re particularly important. Maybe you just need to change your address.
Just the same, we’re rather glad that we’re not important enough to require a BMW 7 Series High Security. Thanks, but we’d rather be able to spend our disposable income on something from BMW with “M” in its name.
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Monday, August 10, 2009
perodua viva
Avoid fast starts
Aggressive driving (rapid acceleration and braking) wastes fuel.
Avoiding fast start can lower your fuel mileage dramatically by up to 30% or more.
So drive smooth and have a good start.
Don't top off your tank
Stop filling when the automatic shut off engages.
Filling the tank up to the filler cap can lead to fuel spilling,
thus wasting fuel and harm the environment.
Observe The Speed Limit
You might like the feeling of speed, especially on highway,
but fast driving lowers fuel economy dramatically.
Cut Wind Resistance
Got that little flag flying from your front mirror or back window? Got a roof rack or carrier? Take them off unless you need it, it adds weight and wind resistance.
Mind Your Feet
Keep your right foot off the brake, it can cause drag and reduce fuel mileage. I
t can also wear your brakes out much faster (costing you money) and it also can confuses
the driver behind you.
Clean out your vehicle
The excess weight can add up. Hauling around an extra 40 kg can reduce mileage for
about 1-2% depending on the weight of the vehicle, but every little bit adds up.
The reduction is based on the percentage of extra weight relative to the vehicle's weight and
affects smaller vehicles more than larger ones.
Tyres
You can improve your gas mileage by around 3.3 percent by keeping your tyres inflated to
the proper pressure. Check the air pressure often ( this is also a safety tip) - low air pressure can
reduce mileage by 0.4 % for every 1 PSI drop in pressure of all four tyres, and worse,
could cause the tyre to heat up and explode.
Spark Plug
Improving the spark will enable your engine to burn more of the air and fuel supplied to it.
This will decrease fuel waste by getting a complete burn out of the fuel supplied to it.
The savings on fuel comsumption are well worth the cost of low quality spark plugs.
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Saturday, August 8, 2009
Electric concept car conquers water, snow, and highway traffic
Amphibious vehicles are nothing new, but this concept car takes the go anywhere idea to a whole new level.
Created by Janne Leppänen, Tuulia Miettinen, Roope Kolu, Tiemen Stelwagen, and Jaap Van Der Voort as part of an industrial design course project, the Amphibious Hybrid uses special wheels that transform to match the terrain. On a paved road the wheels close up to form a rubber tire, but you can open them up a little to provide traction for snow or ice, or open them up all the way to work as paddles on the water. The whole thing runs from batteries, with an electric motor mounted in each wheel.
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Friday, August 7, 2009
Nissan challenges General Motors by unveiling 100-mile-range electric car for u.s
At last, we can get a look at one of the most eagerly awaited electric-car introductions.
Nissan pulled the sheet over the weekend on its Nissan LEAF, what it calls "the world’s first affordable, zero-emission car." Just how affordable, we don't know yet. But clearly it's a shot at General Motors and the $40,000 or more it plans to charge for the electric Chevy Volt.
The LEAF is a five-door, mid-size hatchback that is supposed to have a range of 100 miles per charge on lithium-ion batteries. Why 100 miles? Because that's the distance that Nissan says will take care of 70% of the world's drivers. And it's different than Volt:
Just one catch. Unlike the Volt, the LEAF doesn't have a backup gasoline engine. When it runs out of electric power, it's done -- until it's recharged.
The LEAF is supposed to make its debut abou the same time as the Volt, late 2010 in the U.S., Europe and Japan.
“We have been working tirelessly to make this day a reality – the unveiling of a real-world car that has zero – not simply reduced – emissions," said Nissan CEO Carlos Ghosn in a statement.It’s the first step in what is sure to be an exciting journey – for people all over the world, for Nissan and for the industry.”
LEAF is designed to be charged up to 80% of its full capacity in just under 30 minutes with a quick charger. Charging at home through a 200-volt outlet is estimated to take approximately eight hours. To conserve power, the car has features like LED headlights. The front end is designed to cut wind drag with such touches as diverting wind away from the door mirrors.
You will be able to order LEAF initially in any color as long as it's blue, chosen to play up the car's earth-friendly characteristics.
Inside, it has a data system that includes a 24-hour direct-connect support line. A dash-mounted monitor displays Nissan LEAF’s remaining power, and shows exactly the places you can reach before the car runs out of juice. It also shows nearby charging stations.
Hot day? Call your car on your mobile phone and tell it to turn on the air conditioning before you get there. An on-board remote-controlled timer can also be pre-programmed to recharge batteries.
The first of Nissan’s EV’s will be manufactured at Oppama, Japan, with additional capacity planned for Smyrna, Tenn. Meanwhile, lithium-ion batteries are being produced in Zama, Japan, with additional capacity planned for the U.S., United Kingdom and Portugal
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Sunday, August 2, 2009
Death Star goes electric: AT&T gets first Smith Newton for expanding alt-fuel fleet
After announcing earlier this year that it would spend over half a billion dollars over the next decade to put 15,000 alternative fuel vehicles into its fleet, AT&T has added its first electric vehicle. The telecommunications giant is one of six big companies adding the Smith Electric Vehicles Newton to their vehicle fleets. This first Newton for AT&T will be put into regular use to evaluate operating costs and performance. Maintenance and repair costs of the electric powertrain (particularly the battery) and the real world range are the biggest areas of interest to AT&T. Maintenance shouldn't be too much of a problem since the EV doesn't need oil changes or other work that conventional vehicles do. Brake pad wear should also be reduced thanks to the regenerative braking.
The Newton is available with either a sodium nickel chloride zebra battery or a lithium iron phosphate battery pack but AT&T has not said which one is being used in its test truck. AT&T has already begun deployment of 8,000 trucks fueled by compressed natural gas along with over 100 hybrid and other alt-fuel vehicles. Over the next decade, over 7,100 gasoline-fueled cars will be replaced by other alternative fuel cars.
Jesse James: loves H2, says all electric car fans "are Dungeons and Dragons freaks"
Last month, adrenaline junkie Jesse James attempted to set a new land speed record in his hydrogen-powered vehicle, sort of a purpose-built H2-rocket. Things didn't go as smooth as James hoped, but he's still a huge fan of hydrogen cars. As part of the promotion for his show Jesse James is a Dead Man – which will air the attempt August 9 – James gave an interview with the LA Times' Brand X blog in which he gave his "not a scientist" viewpoints on the difference between hydrogen and battery-powered cars. In case you're curious, James really, really doesn't like EVs. Instead, he's a fan of his fast hydrogen car because everyone said he couldn't/shouldn't do it. His reasons?
- I don't want a bunch of people with ... Birkenstocks to show up to the shop now from Oregon. [...] I wanted to prove I can make a car go 200 on water.
- I like pistons and a crank shaft and putting fuel in something that you know there's a flame and explosion going on there. That's what I like. That's what I've based my whole life on. I think the internal combustion engine will live forever. We just have to figure out a way to make it environmentally friendly and not belch carbon monoxide and hazardous emissions
- [Electric vehicles are] for dorks. [...] All the people involved with that technology are Dungeons and Dragons freaks. I'm just not that into it. No one's passionate about a golf cart.
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