EZUnsecured.com - Business Loans

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The New Land Rover LRX

This stylish compact crossover coupe is Gerry McGovern's first concept vehicle since becoming Land Rover's design head. As such, it provides a revealing look at where Land Rover may be heading, at least stylistically.With an emphasis on luxury and performance, the LRX concept places a special emphasis on weight reduction with polycarbonate windows that are 40 percent lighter than glass.The interior features various recycled materials, the vehicle was on display at the 2008 Detroit Auto Show.

Sai Sri Ram-Intense Blogger

HI guys this post is about my friend sai sri ram.He is very studious.At first we all started to blog,But he left because he was unintrested.Everyone started to tease him.But once he started blogging he was convincing.He was the first one to reach 5000$.Everyone was Baffled By his work.NO one Knows what he did but he was amazing.

Harley-Davidson-The Legends

Harley-Davidson Motor Company is an American manufacturer of motorcycles.They are located at Milwaukee, Wisconsin. The company sells heavyweight motorcycles designed for cruising on the highway.They are mostly 750cc. Harley-Davidson motorcycles are popularly known as "Harleys" have a distinctive design. They are especially noted for the tradition of heavy customization that gave rise to the chopper-style of motorcycle.

Atlantic hurricane

The 2006 Atlantic hurricane season was a fairly inactive Atlantic hurricane season compared to the 2005 season. The season officially started on June 1, 2006, and officially ended on November 30, 2006, dates which by convention delimit the period of each year when the majority of tropical cyclones form in the Atlantic basin. One system, Tropical Storm Zeta from the 2005 season, continued through early January, only the second time on record that had happened. Tropical Storm Alberto was responsible for two indirect deaths when it made landfall in Florida. Hurricane Ernesto caused heavy rainfall in Haiti, and directly killed at least seven in Haiti and the United States. Four more hurricanes formed after Ernesto, including the strongest storms of the season, Hurricanes Helene and Gordon.

Wikipedia-The free enclyopedia

Wikipedia is a multilingual, Web-based, free content encyclopedia project. The name Wikipedia is a portmanteau (combination of words and their meanings) of the words wiki (a type of collaborative website) and encyclopedia. Wikipedia's articles provide links to guide the user to related pages with additional information.

Wikipedia is written collaboratively by volunteers from all around the world. Since its creation in 2001, Wikipedia has grown rapidly into one of the largest reference Web sites attracting at least 684 million visitors yearly by 2008. There are more than 75,000 active contributors working on more than 10,000,000 articles in more than 250 languages. As of today, there are 2,406,544 articles in English; every day hundreds of thousands of visitors from around the world make tens of thousands of edits and create thousands of new articles to enhance the knowledge held by the Wikipedia encyclopedia. (See also: Wikipedia:Statistics).

The Hijacker

D. B. Cooper is the name commonly used to refer to a hijacker who, on November 24, 1971, after receiving a ransom payout of US$200,000, jumped from the back of a Boeing 727 as it was flying over the Pacific Northwest of the United States possibly over Woodland, Washington. Despite hundreds of suspects through the years, no conclusive evidence has surfaced regarding Cooper's identity or whereabouts. The FBI believes he did not survive the jump. Several theories offer competing explanations of what happened after his famed jump. The nature of Cooper's escape and the uncertainty of his fate continue to intrigue people. The Cooper case remains an unsolved mystery. It has baffled both government and private investigators for decades, with countless leads turning into dead ends. In March 2008, the FBI thought it might have had one of the biggest breakthroughs in the case when children unearthed a parachute within the bounds of Cooper's probable jump site near the town of Amboy, Washington. Experts later determined that it did not belong to the hijacker.

Porsche Magic

Hello guys its time for a bit of porsche magic.Porsche is a German manufacturer of automobiles owned by the Porsche and Piëch families. Porsche holds two chief assets

1. The first of which is Dr. Ing. h.c. F. Porsche AG, often shortened to Porsche AG, manufacturer of the Porsche automobile line.
2. The second asset is a large stake in Volkswagen AG.

It was founded in 1931 by Ferdinand Porsche.He is an Austro-Hungarian engineer, born in Maffersdorf, Austria-Hungary today it is Vratislavice, Czech Republic who also designed the first Volkswagen. The company is headquartered in Zuffenhausen, a city district of Stuttgart, Baden-Württemberg. They currently produce 911 (997), Boxster, and Cayman sports cars and Cayenne sport utility vehicles.

Lamborghini The Origin

Hi guys today we are gonna talk about the origin of Lamborghini.This will be really an intresting story.Yes at first Ferruccio Lamborghini owned a tractor manufacturing company.At that time he owned a ferrari car.He had some kind of a problem with his clutch.He went to the to meet Enzo Ferrari at the Ferrari factory to complain about the quality of the clutch in his Ferrari 250.But he was insulted at the factory telling him to go drive his tractors because he was not able to drive cars.
At that moment he started thinking and he challenged Enzo Ferrari.He started working with the help of Giotto Bizzarrini, a former Ferrari engineer with experience with the development of the Ferrari V12, was contracted to design the engine.

Thus the Lamborghini 350GTV prototype was introduced at the 1963 Turin Auto Show.Thus lamborghini came to automobile industry.I guess you would have enjoyed the story.

Lamborghini-The Real LUXURY

Hi pals this time we gonna see a bit about modern day sports and luxury car manufacturer Lamborghini.Lamborghini, is an Italian manufacturer of sports cars.It has its base in the small Italian village of Sant'Agata Bolognese, near Bologna. The company was founded in 1962 by businessman Ferruccio Lamborghini.He first owned a successful tractor factory, Lamborghini Trattori.

Lamborghini is now a subsidiary of the German luxury car manufacturer, Audi AG, which is in turn a subsidiary of Volkswagen Group.

A Record At 76

A tourism ministry spokesman said Bahadur Sherchan reached the summit on Sunday morning in good health and was set to return to base camp on Monday.

Climbers have been flocking to the mountain since ascents were temporarily halted because of security concerns over the Olympic torch relay.

On Thursday, a record 86 mountaineers reached the 8,850m (29,035ft) summit.

Good weather has also meant favourable climbing conditions.

Also on Thursday, another Nepalese man, 47-year-old Appa Sherpa, broke his own record for the most ascents after climbing the mountain for the 18th time.

The History of Cars and Engines

By definition an automobile or car is a wheeled vehicle that carries its own motor and transports passengers. The automobile as we know it was not invented in a single day by a single inventor. The history of the automobile reflects an evolution that took place worldwide.

It is estimated that over 100,000 patents created the modern automobile. You can point to the many firsts that occurred along the way to producing the modern car; and with that goal in mind, highlighted below are articles, biographies, timelines, and photo galleries related to the history of the automobile and its many inventors.

The history Part 2

Both of India's transport network and the automobile industry is developing at a fast pace.Not only it improves the country's economy but the automobile industry also provides employment to a large section of the population. The role of automobile industry cannot be overlooked in Indian Economy. All kinds of vehicles are produced by the automobile industry. The industry can be broadly divided into the car manufacturing,two-wheeler manufacturing and heavy vehicle-manufacturing units. It includes the manufacture of trucks, buses, passenger cars, defense vehicles, two-wheelers, etc.

The History Of Automobile In INDIA

The history of automobile in INDIA is been dated long back for about 4000 years ago when the first wheel was invented and used for transportation.From that day onwards there was no looking back since we have crossed many generations of automobile industry from a simple motor vehicle to a high power hi performance engine based automobile.By 1600 the first and small scale steam power engine was developed.But it was in the 1700 the first full fuel powered engine was developed.I guess the information provided is useful.more to come on the succesive posts.

Renault-The Revolutionist

Renault is a French vehicle manufacturer producing cars, vans, buses, tractors, and trucks. The company is particularly known for its numerous revolutionary designs, security technologies, and motor racing. Renault corporation was founded in 1899.It was Société Renault Frères when it was founded in 1899.It was founded by Louis Renault, his brothers Marcel and Fernand, and his friends Thomas Evert and Julian Wyer.










The first Renault car,was the Renault Voiturette 1CV.It was sold to a friend of Louis' father after giving him a test ride on December 24, 1898. The client was so impressed with the way the tiny car ran and how it climbed the streets that he bought it.

FORD Motor Company

Ford Motor Company is an American multinational corporation.Itis also the world's third largest automaker based on worldwide vehicle sales.Ford was ound by Henry Ford and incorporated on June 16, 1903.It is located at Dearborn, Michigan, a suburb of Detroit.








For the past 56 years Ford has fell from its 2nd slot to the third for the first time.In 2007, Ford became the third-ranked automaker in US sales after General Motors and Toyota. also Ford was ranked seventh in overall American-based company in the 2007 Fortune 500 list, based on global revenues in 2006 of $160.1 billion.

Ford introduced the method of large-scale manufacturing of cars and large-scale management of an industrial workforce. Henry Ford's method was widely known around the world as Fordism by 1914.

Motor Cycle -The Advent

The first Road to the MotorBike invention was by the German inventors Gottlieb Daimler and Wilhelm Maybach in Bad Cannstatt in 1885.The first motorcycle available for purchase was In 1894, Hildebrand & Wolfmüller.Untill the first world war the largest manufacturer of motorcycle was indian.They produced over 20,000 bikes per year.After that this honour was taken over by Harley Davidson and DKW in the year 1920 and 1928 respectively.Hope you enjoyed the session.

My friends-Part 1

Hi dudes and buddies as you all know the posts are on all my friends,It is necessary that you all first know who are all my friends.The friends here im talking about boys.Alright

1. Sai sri ram
2. Muthamizhselvan
3. Tarun
4. Gaandu Mama
   
5. Vel
6. Sivaraja
7. Ashwin
8. Prabha
9. Santosh
10. Varun
11. Gokul
12. Rajashekar
13. Maasa
14. Lavada
15. Nathari
16. Swami
17. Praveen chander
18. Ravi Ravi
19. PPK
20. Sriram
21. Shivakumar
22. Sundar
23. Thirunavukarasu
24. Vijayaraghavan
25. Vaikunt avinash
26. Sowrirajan
27. Kalivaradhan
28. Puli
29. Srini
30. prakash
31. Shakee
32. Sobi
33. Yathin
34. Mama karthi
35. Danie
36. Arun karthi

My friends

Hi everyone this post is dedicated to all my U.G friends who did Bachelor of engineering Electronics and communication engineering department in sri siva subramania nadar college of engineering.They are so good.No one could get such good friends like them.I know you would like to see them.The post to come will be on each one of them.

Mégane Coupé Concept from RENAULT !

Distinctive looks that exude personality and dynamism

Mégane Coupé Concept provides a foretaste of the forthcoming Mégane Coupe.
Of a total length of 4.51 metres, Mégane Coupé Concept features a modern, dynamic silhouette with taut lines that seem to suggest perpetual movement, while its alert, expressive front-end looks point at once to a truly dynamic personality.

The boot, which pulls open and then lifts to minimize vertical travel, echoes the kinematics of the doors which are divided into two sections. The panelled door itself is topped by a separate glazed area and, as they open, the two parts deploy gracefully and elegantly in an independent movement redolent of dragonfly wings.

The cabin: a compelling extension of the exterior's dynamic voluptuousness

The interior is redolent of the world of contemporary furniture. The independent, asymmetric front seats, which rise up from the sills, seem to float in midair.Meanwhile, the interior's contrasting colour-scheme underpins the dynamic exterior thanks to the blend of fire red lacquer (dashboard, upper part of the centre console, front seatbacks, etc.) and softer black leather or nubuck for the door panels, seat cushions and centre console).

Mégane Coupé Concept is locked and unlocked using a Samsung F700 mobile phone which serves as a hands-free card and connects to the centre console.

A show car dedicated to passion and driving pleasure

Mégane Coupé Concept is powered by a 200hp (147kW) 2.0 Turbo petrol engine which delivers torque of 280Nm at 2,600rpm and peak power of 200hp at 5,800rpm to ensure punch and flexibility at all engine speeds for everyday motoring pleasure. Mated to a manual six-speed gearbox, the 2-litre turbocharged unit drives Mégane Coupé Concept from a standstill to 100kph in just 7.2 seconds, yet it returns economical fuel consumption of just 6.5 litres/100km (154g of CO2/km).

THE NEW HYUNDAI i10- CAR OF THE YEAR 2008

New Hyundai i10 – first drive

Hyundai launched its latest weapon in the small car segment, the i10. Better known by it’s code name the PA, the i10 was unveiled to the world in Delhi today by none other than Bollywood hero Shahrukh Khan.

An initial first drive of the i10 revealed a car that is clearly a generation ahead of the Santro. Comfort and refinement levels are higher, the dashboard looks modern and well equipped and ride comfort for both front and rear passengers is much improved. The i10 also displayed much better stability at high speeds; due to it’s stiff modern body structure.

In other areas the i10 is similar in character to the very successful Santro. The motor feels peppy, the steering is direct and quick to respond and the car feels well engineered and put together. It is powered by a re-worked version of the Santro engine 1.1-litre, the same 66bhp version of the motor that powers the larger Getz hatch.

It will be sold in three variants with the base version costing Rs 3.55 lakh and the top-end Magna O with sunroof costing 5.18 lakh (both ex-showroom, Mumbai). Available in a choice of ten colours all variants boast of beige interiors. A highlight of the interiors is the console mounted gearshift, which liberates decent space in the cabin. airbags and ABS is available on the top variant. And there is an automatic gearbox equipped version on sale as well. Hyundai also offer an optional sunroof, making it the first small car to have this feature.

More images, views and reports can be found here at our forum.

Porsche Boxster RS60

Price as tested £45,000

Red interior is one of the most distinctive additions to the RS60

What is it?

A special edition Boxster S, designed to commemorate Porsche’s racing past, specifically the 718 RS60 Spyder from 1960, and indeed only 1960 of these will be sold worldwide.

This special Boxster costs £5500 more than the standard car. For that you get a rather natty all-red interior, and other flourishes such as standard 19-inch alloys, a lower chin spoiler and that all-important commemorative plaque on the dashboard.

Porsche hasn’t forgotten performance upgrades. The RS60 gets standard stability control, normally £1030, and a sports exhaust system; a button on the dash releases another 8bhp from the 3.4-litre flat six as well.

What’s it like?

Just like a normal Boxster S, which means that it is one of the world’s great open-top sports cars. Steering, performance and sure footedness make it feel sublime on British roads. Even if these days you do detect a hint of chassis wobble compared with the best soft-tops.

Do you feel that extra 8bhp, though? Not really. Although the naughtier exhaust note at low revs is extremely welcome and you soon find yourself leaving it in a lower gear than is strictly necessary.

Should I buy one?

It all depends how much you want the special edition. It’s a brilliant car, but with a few cosmetic exceptions you can specify all of its good bits on a normal Boxster S. That’s probably what we’d do.

Audi TT TDI

Price as tested £24,900

Audi TT TDI offers unrivalled combination of performance, looks and economy

What is it?

This is something rare – a mid-sized, two-plus-two, diesel coupe, the TT’s only direct opposition the seriously handsome and seriously flawed Alfa Romeo Brera, and the more able but less handsome BMW 123d.

The diesel engine in question is Audi’s new and excellent 168bhp common rail 2.0 litre TDI, which runs to 140mph, zipping through 62mph in 7.5seconds on the way. Not bad at all, but what’s really compelling is that this performance comes with a combined fuel consumption figure of 53.3mpg, promising the real world possibility of consumption in the high 40s, and CO2 emissions of just 139g/km.

Just as pleasing, the diesel pushes out 258lb ft of torque – the same as the TTS musters – promising effortless cruising and easy overtaking. That there’s so much torque is why the TDI comes with a Quattro drivetrain as standard, the front wheels unable to cope with this kind of thrust on their own.

Otherwise, this oil-burning TT is largely as for the stock 2.0 turbo that we already know, and it can only be had with a six-speed manual transmission despite the availability of a twin clutch S Tronic gearbox on the TTS.

What’s it like?

Civilised, effortless and a very satisfying way to beat the system, few other cars this fast and this sexy managing around 50mpg.

You sometimes hear a low, dull drone from this diesel if you listen hard, but what you won’t hear is the harsh cackle and thrum that you get from so many oil-burners, making the TDI’s presence beneath the TT’s shapely bonnet seem entirely appropriate.

It will seem even more so when you get this car on a fast, open road, the generous torque reserve providing useful acceleration even at 80mph in sixth when you’re cruising, and much stouter urge if you drop a couple of ratios.

And pick-up from low engine speeds is prompter than you’ll find with many turbodiesels, the variable vane turbocharger helping here.

This TT can optionally be had with magnetic dampers - they do little for its ride in sport – but in standard form it is comfortably firm, if a little jostling over smaller, sharper bumps. Otherwise this is a very refined car, no small part of its sophistication down to its high standard of finish, the high-grade furnishings of its cabin, a good driving position and comfortable, supportive seats.

Handling is tidy and confident, but tight, slippery bends taken hard betray its basic urge to understeer, a condition the Haldex all-wheel drive system is too slow to counter.

Should I buy one?

Yes, if a super-economical, sexy coupe is your desire, and as mentioned, there are precious few of these.

Apart from its looks, the diesel TT plays another strong hand with its exceptional combination of performance and economy, which should appeal to both company and private buyers. The TDI model successfully adds another dimension to this desirable coupe.

LAMBORGINI NEED LESS AUDI

Future Lamborghinis will use no more than 20 per cent of Audi parts in an attempt to stave off criticism that the firm’s Gallardo shares too many key characteristics with the Audi R8.

Company president Stephen Winkelmann has ordered a change in policy designed to maintain Lamborghini’s integrity. “We have an internal rule that in future common parts will never exceed 20 per cent,” he said.

“In the future, we will always work together just on the hidden parts — parts that will not touch the DNA of Lamborghini.

“That could include things like the electrical platforms that need high investment, or hoses and filters, but we have to safeguard against too much of it.”

The new Gallardo LP560/4’s V10 is cast in the same factory as several Audi engines, and its block and cylinder heads are built on the same line as all of Audi’s petrol engines.

Lamborghini industrial director Klaus Peter Korner said component and technology sharing with Audi was beneficial for the larger company, too.

“Audi had no experience at all with a car like the Murciélago,” he said. “They learn from us to use smaller tools and cheaper tools for small series cars. In this way we are working together.

“We have a quality benchmark with Audi. We get the best and the fastest, and Audi gets us the cheapest.”

He believes that Lamborghini customers are not interested in the origin of minor components. “The customer isn’t interested in Audi or VW logos on a tube, or who each clip is produced by. We use the same parts [as Audi] when it’s possible and when it gives us higher quality.

“That way, for the customer, it has to be an improvement when we share parts. When it’s better to have a unique solution, we should do it.”

A COOL TYRE FOR YOUR CAR !

Hi friends , How often do you check your tire pressure? Gradual tire deflation over time is a key factor in relation to road safety and reduced fuel economy, not to mention the replacing wear out tires before the end of their expected life-span. Czech Republic based CODA DEVELOPMENT s.r.o. unveils an integrated system that inflates itself using atmospheric air as you drive.

The Self Inflating Tire (SIT) system consists of a tube chamber integrated into the tire wall that acts as a peristaltic pump, inflating the tire as it turns against the road, regardless of the speed at which the vehicle is traveling. Once a pre-set pressure is achieved a managing valve automatically shuts down any further inflation, resulting in a simple, maintenance free way to keep tire pressure at an optimal level without the use of externally stored compressed air.

2008 Mini Cooper Clubman Road Test

Unlike the fashion world, cars aren't like hats and scarves - they aren't one-size

The Mini grows! It may be bigger, but it's still a true Mini. (Photo: Justin Couture, American Auto Press)

fits all. People most certainly do not come in one particular shape or size and neither do their lifestyles, so what on earth would possess someone to believe that the analogy could apply to cars?

The Mini, I have long believed, is a one type fits all kind of car. It doesn't matter who you are, what you do, how famous you are or how much money you've got in the bank - blue collar, white collar, young or old, this little car is all things to all men and women. It stretches across cultural boundaries with its cheeky good looks and spirited driving dynamics, and is appreciated for the individualism it allows through the sheer number of options available. Still, while the little Mini has enjoyed amazing levels of popularity with sales having increased year over year since inception, its one size fits all philosophy doesn't work for everybody. Sure it can seat four and carry a bit of luggage, but for most peoples' lifestyles it's a wee bit too small. What to do? Up-size, of course, which is exactly what Mini has done by introducing the first new model configuration since the Cabriolet.

The Clubdoor makes accessing the back seat a little easier, but it has its flaws. (Photo: Justin Couture, American Auto Press)

Conceptually, "The Other Mini" was a part of the second-generation car right from the blueprint stage, designed as a way of expanding the brand's appeal for the second generation car. Remember the themed concept cars that were launched at the major international auto exhibitions around the globe in 2006? They were teasers, not only for the new Mini, but for what would become this car, the Clubman. An alternate perspective is that the Clubman is a revival of the classic Mini Countryman of the late '60s .

There's a lot to talk about with regards to the Clubman's detailing, as one glance makes it obvious this was no last-minute stretch job. Just by looking at it, you can tell its designers had a lot of fun with this project. Minis have long had contrasting roofs, but the Clubman takes it one step further by boxing its backside in color. When the roof's black, as with this Pepper White example, the Clubman retains the floating roof look of the standard Mini, but when the roof is ordered in silver, as a contrast to say, the Clubman exclusive color, Hot Chocolate, the backside really

The detailing is extraordinary; check out the cut-outs for the tail lights. (Photo: Justin Couture, American Auto Press)

pops with brightness. Instead of a lift-up hatchback, the Clubman gets a pair of small Dutch oven style doors that are hinged from the side. Grab onto the chunky chromed handle and give it a light tug - the doors push themselves open on gas struts, each with its own internal cubby. On the outside, each has its own windscreen wiper, both coming together in a "clap hands" motion. Anyone familiar with the classic Mini Traveler is bound to feel all warm and fuzzy inside.

From the corner of your eye, you're bound to catch another one of the signature details - the tail lamps. They're fixed to the body rather than to the door which gives the Clubman an eye-catching look when the tailgate's doors are open, but also helps it abide legal requirements. Imagine trying to carry items longer than the car with the doors open if this weren't the case; a disaster waiting to happen. In any result, the attention to detail is highly worthy of praise, as you wouldn't find these fine touches on just any subcompact car.

More legroom is handy, but look at the Phantom-style lounge arrangement. (Photo: Justin Couture, American Auto Press)

Once inside, the regular-length Cooper and longer Cooper Clubman are essentially the same in appearance up front, with the metamorphosis occurring in back, just like on the outside. The glossy finished oval trim rings found on the front doors continue into the rear portion of the cabin, and while these look great my favorite bit of detailing has to be the trim that wraps all the way around the cabin, flowing into the rear bench seat just as on the Rolls Royce Phantom. Apparently, the man responsible for the Phantom's interior jumped ship to Mini, and with him came that idea. It may not lend any more room to the rear quarters, but it adds a sense of occasion which is desperately lacking in the back of most small cars. I do wish, however, that the big cupholders mounted in the door weren't there as they cut into the armrests.

Getting access to that extra space can be done through the rear-hinged "suicide" door, a first for the Mini. Conceptually, it's right down the same aisle as what you can find on an Element or most pick-up trucks, but because it's a Mini it sports a fashionably cool name: Clubdoor.

Up here, it's the same as any other Mk.II Mini. (Photo: Justin Couture, American Auto Press)

I feel particularly terrible about playing off that name, but can't help to add that you don't get a bouncer as standard equipment, despite the nightclub-grade premium sound system and the colorful ambient interior lighting. Because the Clubdoor is nothing out of the ordinary, it has the same flaws as any other door of this type in that it can't be opened without first opening the front door. The seatbelt is attached to the pillar, which means if you've got a passenger riding shotgun, they'll need to unbuckle too. But the worst flaw is that your front passenger will still need to scoot the seat forward in order to create a big enough gap to let anyone in. Once everyone's in, things are much better.

The 9.4 inches in overall length that the Clubman gains over the standard Mini actually makes it as big as most subcompact hatchbacks, like the Fit or the Yaris. Knowing Mini's philosophy of maximizing interior space, you might think that the bulk of it went straight between the wheels. It turns out that there's only 3.1 inches added in between, which makes for a

1.6L I-4 is perfectly suited to moving the Clubman. (Photo: Justin Couture, American Auto Press)

nice improvement in rear legroom, sufficient enough to carry four six-foot tall passengers in a surprising amount of comfort, but where did the rest of it go? Park a Clubman next to a standard Mini and there's quite a bit of rear overhang (3.5 inches), which makes the trunk deeper and more voluminous by a useful 3.5 cubic feet to 9.2 cubic feet. If you fold down the 50:50 split rear seats, the Clubman makes a giant gain in cargo space to 32.8 cubic feet, further aided by a hidden compartment under the trunk's floor. The Clubman also includes a set of latches on the floor, right by the base of the rear seats, and another set on the roof even includes nets. This will allow you to transport bigger and bulkier items securely without risking any unwanted shifting upon hard braking.

But that leaves 0.6 inches unaccounted for, which, it turns out, has been added to the front of the vehicle of all places. The Clubman doesn't have any additional hardware up front that would justify the

More cargo space - seats up or down. (Photo: Justin Couture, American Auto Press)

extra length, so the best reason for its presence that I can think of is for proportionality purposes.

The 176.4 pounds that the Clubman carries over the regular Cooper has on a mild effect on performance; most people will never really notice it. The 118 horsepower 1.6-liter inline-four revs freely and excitedly, so even when working up the engine I didn't feel like I was losing in a struggle against the added structure. A sixth gear in both manual and automatic variants helps keep the engine calm when cruising. Shift up early and it's possible to extract some remarkably good fuel economy figures, though the eagerness of the Clubman will try and encourage you to have a bit more fun. On occasion I managed to resist the temptation, and managed to average 46 mpg. Hybrid? What hybrid? For reasons beyond my knowledge, the Clubman consumes the same amount of fuel in the city and on the highway than the smaller Mini. The EPA says it'll slurp 28 mpg in the city and 37 on the highway versus the exact same for the hatch. Go figure.

Corners like a true Mini. (Photo: Justin Couture, American Auto Press)

Priority for Clubman engineers was to make the car drive as closely as possible to the standard Mini, and in that light I think they've succeeded. I never really felt much of a difference between the two cars unless I was purposely looking for anomalies, although the longer wheelbase of the Clubman model does help to smooth the ride out a bit and the car does feel fractionally more stable at high speed. The turning circle is a touch larger than standard, mind you, but it's still small enough to do a U-turn on most city streets without the need to resort to a three-point turn. It is truly very easy to forget that you're driving anything but a Mini; the chunkiness of the steering, the crispness and precision of it all. Only when looking in the rear view mirror and seeing the thick vertical pillar of the back doors does its uniqueness become apparent. At certain distances, cars can magically vanish behind the pillar, but it's not like you'd need to start using your side view mirrors to compensate.

Not a small family car, but a bigger Mini. (Photo: Justin Couture, American Auto Press)

If you need a regular family car, the Mini Clubman is not the perfect substitute. An average hatchback, like a Mazda3 or Saturn Astra, will better suit your needs; both have more rear legroom and trunk space, not to mention that these alternatives are cheaper. No, the Clubman and Minis in general fall more into the realm of compact premium, and therefore are priced higher. And on that note, ordering a Clubman instead of a Cooper adds about 10-percent to the entry-level sticker. Although, if you're viewing the Clubman in this light, you may have completely missed the point of it. At its core, the Clubman is still a Mini, which is why, syntactically, it's a Cooper Clubman, and not a Clubman Cooper. Mini isn't trying to make a mass-market hatchback or turn the Mini into a small family car. Think of it this way - the Clubman is Mini's way of spreading the brand's dynamic goodness and cheeky character into a marginally larger and fractionally more practical format. So, if you've always wanted a Mini, but needed just a bit more space, you no longer have an excuse!

2008 Scion Hako Coupe Concept

Some brands have what you might call an image problem. Some of these are companies

The Hako Coupe is different all right, but it would bring back the boxy profile to the Scion lineup if built, as well as the subcompact size. (Photo: Scion)

that don't have congruent, styling to define their corporate identities. Others don't know who their target market is, and are building cars for a certain demographic only to have them purchased by completely different kinds of buyers. Other than a propensity of older fixed income singles and couples who initially snapped up the xB due to its frugal price point, economical running costs and flexible practicality, Scion isn't one of those car companies. They have a direct market and know who their customers are, and more often than not they're hip and urban people. But just the same Scion is in a bad fix. Consumers aren't buying their cars, not at least in the numbers that they ought to be.

The basic premise of Scion's business model was to get young people into Toyota products, offering the automaker's reputation of durability and quality without the stodgy, often bland image. Scion taps into the idea that Generation Y (late teens to late 20s), the relative newcomers to driving, not only need cars, but need cool cars. Combining Japanese culture of design and trends with the tuner and sport compact world, Scion delivers a lineup of vehicles at prices that the masses can really afford. The first Scions to land were essentially range-topping domestic Japanese market cars based off of the Toyota Echo, and they proved to be quite popular. As a means of expressing one's self,

Profile reminds us of hot rods. The rest of the car... well, that's different. (Photo: Scion)

the concept of the car as a blank canvas, an automotive clean sheet, is brilliant, especially given that Scion offers dozens of accessories of all types to enhance their cars.

This is a brand that for all intents and purposes should make hotcakes look like stale bread. The cars it sells are economical, affordable and cheap to run. They look different from the average subcompact or compact, and even though most people might not consider this aspect of their designs, they're quite practical too. But the thing is that dealers are having a hard time moving cars. Vehicle sales, in less than scientific terms, are in the toilet, despite the fact that the brand has expanded its dealer network significantly, and for 2008 two thirds of its product lineup is new, not to mention that small car sales are up due to rising fuel prices. What gives?

Recently, Scion's VP Jack Hollis said that the brand would be expanding its product lineup in the future, and potential candidates for one of the slots could include a pickup, a roadster or a sports car of sorts. A not so subtle hint could very well be the Hako Coupe, which was shown in

Patterned roof gives the Hako an airier feel, but with a twist. (Photo: Scion)

New York just recently.

The idea behind this bright orange concept is that it's what a box would look like if it were sporty. The concept of the box is particularly strong with Scion - the brand was built around the original xB (now out of production), which was little more than a four-wheeled box. Its successor, the new xB, is bigger and roomier, although it now has curved, rounded edges and is subsequently less box-like. Not that Scion has alienated its customers, but it wouldn't hurt the Toyota subsidiary to return to thinking back inside the box, not to mention bring back a smaller wagon-like vehicle. The Hako Concept is actually about 2.0 inches shorter than the current Yaris Liftback, and some 0.8 inches smaller than the smallest 2008 model year Scion, the xD.

Styling is a big part of the Hako. Unlike the xB, which was designed to be a box, pure, minimalist and simple, the Hako was conceived to create a reaction, and not unlike Chrysler's PT Cruiser when it first debuted, it reverses the typical engineering belief that form follows function.

Orange driver's seat is the hot seat. Cabin looks like a gaming room. (Photo: Scion)

What makes the Hako so unusual is its combination of shapes; there's almost no congruency to it. It has a (relatively) long hood and short overhangs like a sports car, but its nose is tall and blunt. Bulldog, anyone? Then it has pronounced fender flares with integrated headlamps, a pontoon look similar in concept to the Mazda RX-8. And if that weren't enough of a curve ball, there's the trademark Scion box part of the design. The combination of a perfectly vertical windshield, with a low profile height and thick pillars, reinforces the box part of the message, but also brings something new to the automotive scene - from the side it looks like a custom hot rod. True to its tuner side, the Hako is filled with aesthetic components, such as the extra-thin side view mirrors and the large diameter deep-dish alloy wheels.

Scion also thinks that youthful people like gadgets. I'd be willing to reckon that anyone in their 20s or 30s who could afford to buy a new car, the people that blur the end of Generation X and start of Generation Y,

Joystick used to control the screens. A neat twist. (Photo: Scion)

would be on the up and up when it comes to electronic gear; items like your iPod, your laptop, your Bluetooth-equipped cellphone. The Hako Coupe embraces this, and actually pushes the use of cameras and displays to new levels. Because so much of the vital information can be displayed on screens, why bother having a curvy shaped dashboard when simple straight-up screens will do?

The Hako seats four in two benches; the driver's is orange and the rest are black. The front passenger is separated from the driver by a molded arm rest console that houses a trackball for controlling the audio system, nav and other goodies. The whole cabin is upholstered in easy-to-clean neoprene and rubber surfaces, and features storage space for gizmos and gadgets, plus magazines. While the layout of the cabin is improbable, this screen system is plausible sometime down the road.

As a styling exercise, the Hako Coupe is certainly different. Nothing on the floor in Manhattan's Jacob K. Javits Convention Center looked anything remotely like it. But is this what young consumers really want - a modern day, hot-rod inspired vehicle? Scion says that it will be taking auto show goers' feedback into consideration in determining what its plans for future vehicles might be. And although I happen to think the Hako is sort of cool looking, most of the show goers didn't like it. There are plenty of different vehicle types for Scion to experiment with, so expect to see many more concepts from this interesting new brand in the coming months and years.

2008 Suzuki Kizashi 3 Concept

Suzuki is a brand that's poised for big growth, and this is the vehicle that's

Suzuki's Kizashi 3 will be Suzuki's new family sedan. You've got to admit, it looks pretty good. (Photo: Suzuki)

going to help kick the company's sales into high gear, particularly here in North America.

Over the past twelve months, Suzuki has released a series of concept cars under the Kizashi nameplate, numbered 1, 2, and 3. Each was designed with a particular market in mind, drawing from market trends and tastes, using different types of motors and vastly different body styles. The bottom line is that the Kizashi 3, the sedan variant which was shown in New York a week ago, is the closest concept to a forthcoming production model expected to arrive sometime in 2010.

Over the previous two generations, the Kizashi has morphed from a dramatic looking show car into a vehicle that's feasible, and fit for production. The biggest changes have occurred at the front of the car, where the flowing, gloss-black grille and downward spearing headlamps of the previous concepts are switched for a more conventional setup. Don't, however, mistake conventionality for boring, as the Kizashi 3 is one of the nicest looking sedans presented in quite some time. It's a tasteful looking

The body is simple, yet through its flared fenders and wide track, muscular. (Photo: Suzuki)

machine, and if Suzuki's promise of this car being near production can be relied upon, it isn't hard to picture this vehicle on the road with slimmer fender flares and smaller non-21-inch wheels. It certainly creates a much stronger impression than Suzuki's last non-compact sedan, the mostly forgettable Korean-made Verona (aka Daewoo Evanda).

Because the Kizashi 3 is well proportioned, it doesn't look nearly as small as it actually is. In terms of its physical dimensions, it measures just 15.2 feet in length, which is significantly smaller than your average midsize sedan, yet larger than a compact car. Even against typically smaller European and Japanese compact luxury sedans, there isn't a close match short of Saab's 9-3. It's bigger than a 3-Series, yet smaller than an Acura TSX. And yet, because Suzuki has stretched the wheelbase to a hardly believable 9.2 feet, which is equal to the new Accord, the Kizashi should have no shortage of room in the cabin;

Looks good from this angle. And, since it's got a 300-hp V6 under its hood, this is an angle that quite a few cars will be seeing. (Photo: Suzuki)

that is, when they create an inside. So far the Kizashi 3 is more or less a styling exercise, with no images of the interior made available. Nevertheless, Suzuki says that the car will be positioned as a near-luxury alternative, so expect plenty of content and a higher level of quality than we've seen from the brand before. With two years between now and the expected arrival of the production car, there's even enough time for another Kizashi concept... with a cabin.

Not a whole lot is known about the Kizashi's underpinnings including its chassis architecture however, if it's able to capture the same driving dynamics as the European Swift or the SX4, which shouldn't be too much of a problem, then the road-going version should be one of the better driving cars in its class. The concept car is equipped with a 3.6-liter V6 that incorporates plated cylinders, designed to save weight. Essentially, this engine has been carried over from the Kizashi 2 Concept and makes more than 300 horsepower, which should make for a fairly quick car. This engine is coupled to a six-speed automatic transmission with paddle shifters. Due to an electronically controlled all wheel drive system, it shouldn't have any problem getting the power to all four wheels. While 300 horsepower isn't out of the question for a production model, it's more likely that the road-going Kizashi will be powered by a less powerful version of this engine with around 260 or 270 horsepower, and quite possibly

Besides committing to new product, the Kizashi launches a new look for the brand. (Photo: Suzuki)

a four-cylinder engine for entry-level trim levels. Kizashis sold in Europe will be offered with diesel power. Who knows, with a great number of automakers pursuing clean diesel technology, we may also see a diesel-powered Kizashi on this continent.

Last year, Suzuki commented that the brand would be taking the Kizashi around the world, and would mold the model lineup around the preceding concept cars. There will be a sedan (as seen here), a station wagon, as well as a crossover vehicle. While Suzuki currently has the XL-7 crossover, we could see the Kizashi crossover either replacing it, or if it's a five-seater, bolstering the brand's lineup. Either way it's a significantly important vehicle for the Japanese brand. One insight as to just how important the Kizashi will be points to a brand new production facility designed to house the new midsize model. The site is located in Sagara, Japan.

Suzuki says that the Kizashi was inspired by the brand's performance heritage in motorcycles and on the world rally circuit, and while the technology seems to come more from the marketing department rather than the engineering team, the Kizashi certainly presents itself as a sporty vehicle, which is refreshing to see from up and coming sedans. If you tend to buy midsize four-door sedans, this is one car you'll definitely want to keep an eye out for.

Volkswagen small car for India

The call of emerging markets has sparked a race amongst manufacturers to build BRIC spec models. These are primarily cheaper than the cheapest models and Volkswagen, known for the Beetle, which put millions on wheels, is joining the bandwagon with its own small car apart from larger siblings.
Chairman of the board of management for Volkswagen, Martin Winterkorn, in the annual press conference 2007, confirmed that Russia and India are two nations with great growth potential. “We will construct a production plant at which we will start producing a small car model tailored to the needs of our Indian customers, beginning in 2009,” Winterkorn said, describing it as “an economical, everyday small car that looks attractive and is affordable.”

VW is currently developing an all-new small car, which happens to be a two-door, rear engined machine. However, this new car is due to arrive as late as 2011 as it’s still in its initial development stages. According to sources, this model will primarily be for the European markets. In addition, it will have small engines, like a single cylinder unit!

For India on the other hand, VW has announced it will launch a small car based on its current Polo platform. And this particular car is due to arrive here in 2009. Now, putting two and two together will tell you that this two-door, rear-engined car, will not be VW’s first small car in India, contrary to whatever you might have read elsewhere. The artist’s impression you see here however, will actually be the car you can buy starting in 2009. This one’s a variant of the Fox, which in turn is based on the Polo.

But does it look familiar? Sure - after all it’s a redesigned version of the Fox. But it seems the tall boy theme is fast getting out of fashion. The front end of the car looks aggressive. The bulges on the hood coupled to the sharp headlamps look hot. The large sculpted front bumper exudes a bold aura. However it’s the grille that gives the car character. VW has used similar grille designs in a host of other cars and it is fast becoming its corporate identity. The lower half serves the purpose of the air dam while the metal chunk in between will house the registration plates. Fog lamps too are positioned in the bumper and are surrounded by plastic inserts.

From the side the car has an angular look and the lines exude a sporty theme. Bulging wheel arches look meaty and endow the overall design with a sense of power. The rear window reveals the original lines of the Fox. Coupled with large alloy wheels and tyres this VW small car is sure to catch the fancy budget car buyers.
We had featured scoop pictures of Volkswagen Polos being tested in and around Pune recently, which surprisingly were not shrouded in disguise since the company was primarily testing the engines. Each car was scheduled to do at least 20,000 kilometres in a stipulated time frame; what confirmed it was absence of engine capacity decals.

Presuming that VW too would be eyeing excise duty benefits, they would probably have the 3-cylinder petrol engine from the Polo line in the new small car. Displacing 1198cc, this engine develops power in the region of 66PS@5400rpm and torque of 112Nm@3800rpm.

VOLVO XC 90

The premium SUV market is burgeoning. First came the Mercedes M-class, BMW X5, Range Rover and Mitsubishi Pajero that set hearts aflutter and dealer cash registers ringing. The Porsche Cayenne and Toyota Prado followed soon after to whet appetites further. VW and Audi jumped on to the SUV bandwagon and unleashed the Touareg and Q7. Now Volvo is ready to launch the XC90 in India.

Volvo has always been perceived as a manufacturer of safe and reliable cars. So it isn’t surprising that Volvo actually managed to keep the SUV bashing green brigade at bay when they launched the XC90 in 2002, their first attempt at a ute after the TP21 of the 1950s. Since then it has surpassed its intended target of 50,000 units a year, selling 90,000 units in 2005. To put it into perspective, BMW sold 1.01 lakh units of the X5 in 2005 while Audi aims to sell 40,000 units of the Q7 in its first full year. Not only have toddlers in the third row approved of the SUV in markets like the US, which incidentally accounts for 50 per cent of all XC90s sold, even the swish set have taken a liking for this Swedish ‘jumped up’ mommy wagon.

Designed under the tutelage of Peter Horbury, the then vice president of design for PAG, the XC90 appears subtly aggressive without the steroid pumping overtones seen in other SUVs. It isn’t conventionally pretty, what with that egg crate grille and runny egg headlamps. But that’s where Volvo stopped with their poultry excursion and created lines that are unconventionally beautiful. Right from the V-shaped hood that snakes itself to the A-pillar, the broad shoulders, the uncharacteristically shaped tail lamps that blend itself with the D-pillar and those wheel arches that hark back to SUVs from the 50s, the design is a study in retro-futuristic marriage. Sure it won’t cause your hair to stand when it passes by, unlike a Range Rover or an X5, but its quirkiness might cause you to give it a second look.

This approach hasn’t led to compromise in the vehicle architecture. Split tailgate in 70/30 proportion allows for groceries to be dumped without the need for Herculean forearms. Black bumpers and a toughened guardrail accentuate the SUV profile. On the inside too the vehicle typifies Scandinavian pragmatism. The wide side glass area gives the vehicle a feeling of airiness, a largesse bestowed upon the occupants by the designers. While the 2-3-2 passenger layout isn’t new, the fact that it is a genuine seven seater is quite evident by the use of bucket instead of jump seats for the last row. Flexibility is accorded prime importance as all five rear seats can be folded flat, making house moving less of a chore. The middle row has 40/20/40 split enabling adventure seekers to carry skis or foldable bikes with ease. The dashboard is an expanse of black with either a silver or wooden strip, depending on trim. A three-spoke steering features controls for the audio and trip computer with the steering embodying the interior theme of the car. The centre console is lined with a bevy of buttons and rotary knobs that control the audio, navigation and climate control systems. No expense has been shorn in adorning the car with the best of hides that brighten up the interiors, something found wanting in the pre-facelift model.

Based on the E2 platform which is also the basis of the S80, the XC90 has a monocoque frame with MacPherson type strut suspensions in the front and a rear-multi-link set-up that

BIMOTA DB6

Call me un-ladylike, but I drooled and gawped at the Bimota stand. It was at last year’s Milan Show, and the bike was the DB6.
A complete lack of fairing showed off beautifully the trellis swingarm and frame, all painted in the fastest colour (red). This set off the minimalist naked bike look to perfection. Even the rear footpeg picked up on the red trellis detail. The neat exhaust downpipes climbed up high out of the way, with the triangular stubby end cans emerging from under the tiny pillion seat. Brembo radial brakes (a must on Italian exotica) were well in sight, while sexy (and machined from solid) aluminium parts were everywhere; around the ignition barrel, on the frame and swingarm. The yokes, handlebar risers and fuel cap were also made of the stuff, while tasteful amounts of carbon fibre formed the pointy rear hugger and chain guard. The large triangular headlamp, tiny triangular mirrors and integrated front indicators complemented the sharp edges and lines of the whole bike – from tank, to tail unit, to belly pan. Even the trellis cut out sharp geometric shapes. And I’m going from memory here, which is quite something since I can barely remember where I dined that night. Or is that down to the Chianti?

Sergio Robbiano designed the new DB6, among other Bimotas before it. The 40ish-year-old is a former apprentice of history’s greatest motorcycle designer (probably), Massimo Tamburini, who created Ducati’s 916 and the current MV Agustas. Tamburini is also one of the original founders of Bimota (he’s the ‘ta’ in Bimota), which he started up after crashing his ill-handling Honda 750 Four at Italy’s Misano racetrack in 1972. In those days, power was everything with little thought spared for handling. Tamburini disagreed with this concept and set about improving chassis components, creating bikes such as the SB2 that was powered by a Suzuki GS750 engine wrapped in a high-spec Bimota frame. At the time the idea was groundbreaking. Although nowadays, Japanese production frames are so good that it’s impossible to improve on them without investing millions in the high-tech equipment used to create them. This forced aftermarket frame builders such as Harris and Spondon to focus their business on other areas.

However, Bimota did build one engine. While strict emissions laws were rapidly putting two-strokes out of business, in 2000 Bimota launched the Robbiano-designed Vdue – a stunning 500cc two-stroke motorcycle that met environmental demands thanks to its Bimota-built direct injection engine. But it never worked, bringing an already fragile Bimota crashing down in the process.

Finally, Bimota was bought by a rich entrepreneur and bike enthusiast in 2003, and began producing once again expensive specialist bikes. The first was the DB5 launched last year. But journalists found a severe fuel injection stutter and panned it – one of the launch DB5s even blew its guts out! So as I admired the stunning looks of the DB6 in Milan, how it would perform never crossed my mind. It probably wouldn’t.
Yet here I am thundering down Rimini’s high street, basking in the sunshine and the admiring looks of passers-by, having just enjoyed a thrilling ride through the twisties of the surrounding hills. And the DB6 I’m straddling never even broke down. Once.

The day began at the tiny Bimota factory in Rimini, the same building used by a young Tamburini all those years ago. With only six test bikes on hand, the 20-odd journos were divided into groups. I cunningly slotted myself into an early morning run – you never know how many

HONDA PS 125

When the invite to the launch of the Perfect Scooter pinged in my inbox, I could hardly turn it down. I love scooters: they’re officially the nippiest way to get about town (ask the Kawasaki GPZ-mounted courier who I beat to the lights the other week), more practical than a raincoat in a thunderstorm (you don’t even have to carry your helmet around with you), and certainly more fun than dreary old public transport. But what would make a scooter perfect?

Ample underseat space to fit a full-faced helmet is a must (I hate those open-faced jobbies that leave you chinless in a crash). A scooter with no hook on which to sling my handbag is not even worth contemplating, and it would have to be stylish. A girl about town couldn’t possibly look scruffy. It would have to perform well enough to let me enjoy the odd twisties (hard to find in The Smoke), weave my way in and out of cars and squeeze through the smallest traffic gaps. And it would need enough CCs to let me on to the M25, and be reliable – I don’t take kindly to being stranded in the rain on my way home from a hard day’s work. And last but not least, it would have to be affordable – because probably the best thing about scooters is that they let you travel cheaply. Unlike our tube and railway systems…

So expectations were high when I flew to Italy’s sunny Porto Fino to meet Honda’s brand new PS125 – the PS stands for Perfect Scooter, in case you were wondering. Honda had organised the perfect day to spend with the Perfect Scooter; ride the PS along the coastal roads from Porto Fino to Genova where we’d enjoy (soft) drinks in the main Piazza’s bar, then go for a spin around the busy city streets, before heading for dinner at a restaurant. Sounds good to me.

But first, a bit of background. Honda says the increasing number of people passing their test means the PS125 is one of their most important new models. Most new riders spend a couple of years on 125 scooters, so Honda sees it as a first contact with customers who, if pleased with the experience, will stay faithful to the big H forever after. Honda has also seen its share of the scooter market skyrocket from six to 32 per cent in recent years, and they want to keep it growing.

To my relief, rumours of a pea green scooter were unfounded. Instead, a wishy-washy green version came only as one option, with more sophisticated grey, blue-grey and black colour schemes to choose from too. The PS has a distinctive, classy look about it, with plenty of original details such as the vents on the nicely rounded front fairing and the stylish, pointy rear. But best of all, it looks solid, with the typical superb Honda finish. This is no flimsy scooter.

To prove the point, the PS gets a fuel injected, super-clean and economical four-stroke engine, supported by Showa suspension and stopped by Honda’s combined braking system. The underseat storage is built to hold a full-faced helmet, and is easily opened by turning the key in the ignition. Climb on board and the large, super-comfortable seat leaves stacks of room for a pillion. There’s even a grabrail that doubles up as a rack for the 35-litre top box available as optional equipment. The cubbyholes at the front are handy for storing bits and pieces, and the handbag hook is present. Hooray!

PORSCHE CAYMAN - S

Having just driven the Boxster S a few months back, I was head over heels (or vice versa) in love with the superb dynamics of the poor man’s Porsche, revelling in the superb craftsmanship of virtually everything associated with the vehicle. The thought and detailing that went into each aspect of the vehicle was apparent as was the DNA of the car which is present in every Porsche - everything meant to appease the enthusiast, everything meant to excite him and a few things that he could only find in a Porsche.
The shape of the car for instance - unmistakably Porsche, unmistakably exhilarating. With the Boxster having been labelled as it was, and the huge gap between the pricing of the roadster and the true blue sports coupe, the rear engined 911, there existed the place for another car to be positioned, something that the Cayman S owes its existence to.

The Cayman S takes its place in a classic Porsche line-up without a hint of difficulty as even at the very first sight it can be seen boasting classic design features reminiscent of the Porsche 550 Coupé introduced way back in 1953 and the Porsche 904 Carrera GTS Coupé. While the two large oval headlights and three symmetrically arranged large cooling air intake scoops create the typical Porsche face, uniqueness is added by the fog lamps with their positioning lights integrated via horizontal bars in the outer air intake scoops. Even though the Cayman S is based on the Boxster platform, its looks are far removed even though the front end of the car is just as characteristic as the side-line with air intake scoops in the front of the rear axle, the strong curvature of the roof and the rear end slowly tapering down to the bumper at the back - all classic Porsche design elements.

The overall effect is that of any even more muscular car than the Boxster could pretend to be. The chunkiness also comes a bit from its size and dimensions. Positioned between the two sports car offerings the Cayman S is longer than the Boxster but shorter than the 911, slightly higher than the Boxster but has the same width.

In keeping with Porsche’s classical drive concepts, the latest Porsche is powered by a horizontally opposed six-cylinder unit which is based on that of the Boxster S with the cylinder heads entirely from the 911 Carrera, a six-speed manual or tiptronic gearbox and rear wheel drive. The all aluminium dohc 24-valve engine features variable valve timing (Vario Cam Plus), hydraulic valve play compensation, switchable intake manifolds and two start up and two main catalysts and churns out a maximum of 295PS of power at 6250rpm and a whopping 340Nm of torque that is available from 4400rpm right through till 6000rpm. What amazed me most as I cranked up the engine was its eagerness to rev right up to its redline of 7300rpm. This has been made possible by incorporating the extremely short stroke of the Boxster S and combining it with the bore of the 911 Carrera. Thus the oversquare engine features cylinders with a bore diameter of 96mm combined with a stroke of 78mm. The VarioCam Plus system has three operating modes - idle, half load and full load. Idle speed is optimised by switching the intake valve lift on a small 3.6-millimetre cam and retarding valve timing to minimise valve overlap. In order to reduce the throttle effect in the engine and cut back fuel consumption accordingly, it is ideal to run the engine under part

ANTI LOCK BRAKING SYSTEM !

An anti-lock braking system (ABS) is a system on motor vehicles which prevents the wheels from locking while braking. An anti-locking braking system allows the driver to maintain steering control under heavy braking by preventing a skid and allowing the wheel to continue to forward roll and create lateral control, as directed by driver steering inputs. Most commonly, braking distances are shortened . Disadvantages of the system include increased braking distances under rather rare circumstances and the creation of a "false sense of security" among drivers who do not understand the operation and limitations of ABS.

Since it came into widespread use in production cars , ABS has made considerable progress. Recent versions not only handle the ABS function itself (i.e. preventing the wheel locking) but also traction control, brake assist, and electronic stability control, amongst others. Not only that, but its version 8.0 system now weighs less than 1.5 kilograms, compared with 6.3 kg of version 2.0 in 1978. Amazing right ?

AUDI ANNOUNCES IT'S NEW PRICE !!

The Audi car company has officially announced the pricing for the new Audi 2008 R8. The new Audi R8 with a six- speed manual transmission will have a manufacturer’s suggested retail price of $109,000 when it launches this fall in the United States. Models equipped with the six-speed R -tronic automatic gearbox will starts at $118,000.

The R8 is the first mid-engine sports car Audi has ever produced. With a 420 hp V8 4.2L FSI engine and rear-biased quattro(R) all-wheel drive system, the R8 has the performance capabilities unlike any Audi before it. With a zero to 60 mph time of 4.4 seconds and a top speed of 187 mph, the R8 is the fastest Audi ever produced. The lightweight aluminum frame and body and 44:56 front-to-rear weight distribution give the R8 tremendous handling capabilities, with the balance expected of a mid-engine sports car.

Standard luxury features include Audi magnetic ride, automatic bi-xenon headlights with LED daytime running lights, LED taillights and LED engine compartment lighting. 19-inch alloy wheels, automatic climate control, power and heated leather/Alcantara sport seats, cruise control, Sirius(R) satellite radio, and nine-speaker audio system. An optional Convenience Package includes Audi parking system advanced with rearview camera, Audi hill hold assist, a six-disc CD changer, HomeLink(R), Bluetooth(R) phone prep, auto dimming exterior mirrors, and a storage package.

Stand alone options on the R8 include a 12-speaker, 465-watt Bang & Olufsen(R) sound system, Alcantara headliner, Audi navigation plus, an upgraded Leather Package, and Enhanced Leather Package which includes a leather covered dash and interior trim pieces, metallic or pearl effect paint, carbon fiber sideblades, body color sideblades, and the previously mentioned R tronic automatic gearbox. These options allow the R8 owners to personalize their sports car to make it an even more exclusive vehicle than it is right from the hand assembly plant in Neckarsulm, Germany.

CARS !!!

An automobile (via French from Greek auto, self and Latin mobilis moving, a vehicle that moves itself rather than being moved by another vehicle or an animal) or motor car is a wheeled passenger vehicle that carries its own motor. Most definitions of the term specify that automobiles are designed to run primarily on roads, to have seating for one to eight people, to typically have four wheels, and to be constructed principally for the transport of people rather than goods. However, the term is far from precise because there are many types of vehicles that do similar tasks.

From a report ,it is calculated that there were 590 million passenger cars worldwide as of 2002. Amazing right ?