Hey there.  I’ve only had this blog up about a day and I’ve gotten some hits, which surprised me.  I’d love to get some more readers and some feedback on how I’m doing so far with this blog and what you all would like to see in the future.  This blog is only as good as it’s content. If i’m not putting up news and information that you want to read, it’s kind of pointless, right?

So, I’m asking and encouraging you all to please leave comments, emails, anything at all.  I’m even going to set up an instant messenger account (either on Yahoo or Skype) for those of you that would like to talk to me directly and exchange ideas. I would really appreciate the feedback.  Constructive criticism is always welcome as well.

Thanks everyone!

-TripleDeuce

**Update!!!** – New pics have been released as well as bit more info.  As I guessed, the new A8 using Audi’s aluminum space frame and there will also be a turbo direct injection (TDI) version coming.!!

I was never aware of the Audi A8 until I saw Transporter 2.   I loved it because it was just a big slab of luxury sedan.  Well, Frank Martin, I wouldn’t worry about the cost of repairing your A8 after Transporter 3.  Just save your dollars.

I haven’t heard too many details about this car yet other than the drivetrain, but I will assume that it’s riding on an the same  frame as the outgoing 2004 – 2010 A8.  It’ll have adaptive magnetic suspension and…ya know what? Screw that boring stuff. Let’s get to it.

Audi is keeping the 4.2 liter V8 as the base engine, but they’ve done some fiddling with it and have pumped up the ponies to 372 instead of the previous 350.  Hook that up to an all new 8 speed automatic transmission with manual shift mode  and you should get a 0 – 60 sprint of about 5.7 seconds, says Audi.

As for the exterior, I do miss the understated nature of the 2010 model, but I do prefer the looks of this to one of it’s competitors, the all new BMW 7 series.   there’s more creases here and there, more interesting lines in this place…although i’m not entirely sure i like the  shape of the LEDs in the headlights though.  But, from a front on view, I love the way the car looks at you.  It’s the same look as the retiring model, just new clothes on.

Direct competitors would be the aforementioned BMW 7 seres as well as the Mercedes S550.  That said, it’s not looking like the new A8 is going to much of a match for either of them — at least where performance is concerned.  372bhp is a good number, as is the 328 ft-lbs -o-torque, but the Merc and Beamer both put out more horses and torques.

But do I really care that much?  Nope, not really.  I’ve never been a huge fan of the looks of the S550 and i’m not crazy about BMW’s new design language.  I’d take the new A8, but I want more power. Don’t get me wrong, 5.7 seconds ain’t bad, but you guys know you can do better.  Bring back the w12 and we’ll talk….or at least offer a new S8?

Makes me wanna drop out of college and be a transporter.

The regular wheelbase is actually longer than that of the Merc S550 and BMW 7 series. The new A8 also offers up 21 inch rims.

Check out his arse!

Dude!!! Tell me that's not boss!!

The shifter looks more like the throttle in an aircraft!!!

Although the visual refresh/update of the 2010 Mustang, in my opinion, is brilliant, the drivetrains are old hat. With that 4.0 liter asthmatic V6, the 2010 Camaro’s 3.6 liter V6 made Ford’s thoroughbred look geriatric and was more in line to give the 4.6 liter V8 a run for it’s money.  But has Ford been sleeping on the job? Hell no.

For a few months now, Ford has been testing a new V6 and V8 to replace the current iron horses.  The all new V6 gives up displacement over the outgoing powerplant at 3.7 liters, but it produces 306 hp, dangerously close to the 4.6 V8 and an even match to the Camaro V6.  The all new  Coyote V8 ups the displacement to 5.0 liters even and with impressive results. The Mustang is a snarling, road-devouring carnivore of a car with 315hp, but this new V8 will be producing 400 hp! Holy crap!!

If i’m correct, both engines blocks are aluminum, making them lighter than the old iron ones. So expect sharper handling with a noticeable difference of front end behavior, slightly tweaked suspensions, and possibly even a new performance pack for both trims.

So what does all this add up to?  Well, as much as I adore the Dodge Challenger, even the mighty SRT8 is starkly outmatched now.  It’s too damn heavy, the heaviest of the 3 new muscle cars.  The Mustang  GT 4.6 was a sharper than the Camaro SS and still pretty quick, mostly due to it being a couple hundred pound lighter.  But now, with 85 more stampeding stallions ready to burst out of the gates at the twitch of your big toe, will the Camaro SS, with it’s 6.2 liter 426hp V8, continue to reign supreme? Or will the Mustang prove that is not only a bigger movie star, but the king of the track, drag strip?

With 400hp, you'll get to do bigger these!!!

-TripleDeuce

I realised yesterday that my car doesn’t sound particularly great.

That’s not to say it doesn’t sound good, because it does – it’s not particularly characterful but it does have a rough edged rumbly charm, coupled with a pleasant turbocharged descant when you give it the beans. It’s just that you wouldn’t be able to pick it blindfolded from a lineup, which is perhaps to be expected with the proliferation of shared platform engineering from which this particular car sprang. It’s basically a functional four-pot with a party trick, and that’s fine.  This set me thinking about the truly great engine sounds from history, and it occurred to me that they were all flawed in a very specific way.

When you’re attempting to explain what makes a car worth having, you tend to look at how well the various parts work. We want the chassis to ride well but still react quickly under pressure. We want the steering to be sharp and communicative but remain stable when you’re not pushing on. When we talk about engines we want them to be smooth, efficient, powerful, and responsive – all good traits – but then we also want a characterful engine note. When you think about it, that character usually implies something not quite perfect – whether it’s the off-beat grumble of a classic V8 or the hollow woofle of a flat six, these are sounds that are incompatible with the technological ideal. A perfectly efficient engine would make no noise at all, as noise is a negative side effect of combustion and represents lost energy. The ‘perfect’ engine would remain stationary under power, run cold, convert every drop of fuel into motion, and be silent. I’m not sure I like the sound of that.

When you think about it, we like to feel the motion of the engine because it offers subliminal feedback on the state of play under the bonnet. We use the exhaust note as both a guide and a reward when stretching further into the red, and the heat stops our fingers dropping off in December. What we demand from an engine, then, is imperfection. Drive a Toyota Camry for an example of an engine that is closer to perfect by these measures than almost all of the alternatives, and you’ll understand why this is no bad thing. I know that my engine has rough and smooth days, and that the variety of demands for power from countless hidden subsystems mean that even turning on the heated rear screen may affect the performance in some infinitessimal way. I know that a cold day will raise a different reaction from the turbo to a hot day, and that it’s more likely to be grumbly outside the bottom end of the powerband if it’s particularly damp. These are flaws, yes, but knowing them and finding ways to work with them is part of the joy of driving the car.

So we’re ok with the idea of imperfection, but what deviations tick all the boxes? The common wisdom is that a classic V8 represents the holy grail of rackets, and I find that hard to disagree with – the sound of a massive blown mill popping and belching under violent compression is both magnificent and a little bit frightening, and so it should be to prevent the unwary from taking liberties. Some point to the wailing V6 units bestowed upon Alfas of old – again, good call. The humble inline four – as is mine – gets short shrift for being characterless and dull.

Really?

Have you ever heard a BDA equipped Escort yowling through a night-time rally stage at full chat? In fact, sticking with the theme of rally, most of the all-time classic noises were emitted from just four pots. The Lancia Delta, Ford RS200, Peugeot 206 T16, Renault R5 Turbo, Subaru Impreza and Mitsubishi Evo all made do with four-bangers. Only the Metro 6R4 (V6) and Audi Quattro (Inline 5)  bucked the trend. Ok, so the great Ferrari V8s and V12s were fantastic, Lamborghini V12s are raucous and mildly insane and Porsche flat sixes are odd but strangely addictive, but I think some of the most evocative, and accessible, noises in motoring have come from the humble four.

Oh, partway through the last paragraph something else occurred to me. BMW make a modern V8 that’s slick and punchy without grumbling, and a brilliant inline 3 litre six that’s smoother than a greased weasel and won’t pierce your eardrums above 4000 revs. They take the things we want, and couple them effortlessly with the things we need. I’m not sure anyone else does.

BMW, la prestigiosa firma alemana, por fin ha presentado oficialmente al nuevo Serie 5 2010, un modelo que ha sido desarrollado directamente desde el BMW Serie 5 GT e incorpora una tecnología de última generación en la que la marca bávara se ha tomado todas las molestias y el tiempo para que no fallase el más mínimo detalle a la hora de lanzarlo a las carreteras en la próxima primavera. También se han incorporado y mejorado muchas ideas que ya conocemos en el Serie 7, aunque el nuevo Serie 5 se presenta con una línea más elegante y clásica.

Inicialmente, el BMW Serie 5 2010 contará con seis motores, cuatro de ellos de gasolina y dos diésel: el 550i con 4.4 litros V8 con doble turboalimentador (BMW TwinPower Turbo), que tiene una potencia de 407 CV, el 535i posee dos turbos de seis cilindros en línea con 306 CV (Valvetronic construido en magnesio y aluminio); y el 528i y 523i, con 258 CV y 204 CV respectivamente. En la línea de los diésel cuenta con el 520d y 525d, de 184 CV y 204 CV. Todos estos motores tendrán la opción de ser acoplados a una caja de cambios automática de 8 velocidades.

Entre las principales novedades que veremos en el BMW Serie 5 2010 se incluyen los sistemas de suspensión multilink en los dos ejes, las entradas de aire con regulación activa, el indicador de cambio de marcha… Ha gustado especialmente la incorporación de detalles de equipamiento como BMW Night Vision, un dispositivo de visión nocturna que advierte de la presencia de personas. No podía faltar su pantalla LCD de 7 pulgadas y el navegador GPS. El precio aún no es oficial pero la cifra de 40.000€, como punto de partida, parece razonable.

Ótimas performances dos melhores carros já feitos no mundo.

My obsession grows with every passing day for the the new entry level AMG Car. In which next year I will most likely pull the trigger on one if all the business plans go as planned then it will be a very feasible purchase. check out some pics and info below.

(from Mercedes-Benz Press Release) In the German Touring Car Championships (DTM) the new AMG C-Class ensures exciting motor racing at the highest level, and now its roadgoing sister model is celebrating its debut: the new C 63 AMG. Its AMG 6.3-litre V8 engine develops a peak output of 336 kW/457 hp and a maximum torque of 600 newton metres – unrivalled figures in this segment. Accordingly the C 63 AMG accelerates from zero to 100 km/h in 4.5 seconds, while its top speed is electronically limited to 250 km/h. In conjunction with an all-new front axle, speed-sensitive AMG sports steering and the new, 3-stage ESP Ò, the AMG sports suspension ensures both outstanding driving enjoyment and exemplary handling dynamics. A combination of expressive design, a decidedly sporty interior and a high level of everyday practicality makes the C 63 AMG a unique high-performance car. The market launch will commence in early 2008.

With the new C 63 AMG, Mercedes-AMG GmbH is making a confident statement to mark the 40th birthday of the company. The new V8 flagship model is now the fifth generation of the AMG C-Class, whose family tree goes back to the C 36 AMG of 1993 – the very first vehicle developed as a cooperative venture between Daimler-Benz and AMG.

Merely the appearance of the C 63 AMG is impressive enough, with its wide, road-hugging stance. The new bonnet with its prominent power domes conceals the independently developed AMG 6.3-litre V8 engine, which develops a fulminating 336 kW/457 hp at 6800 rpm from a displacement of 6208 cubic centimetres. In this respect the C 63 AMG comes very close to the 470 or so horsepower delivered by the AMG C-Class racing touring car in the DTM series. This high output also benefits the power-to-weight ratio, which is a very favourable 3.6 kg/hp.

The torque developed by the AMG 6.3-litre V8 engine need fear no comparison either. The maximum of 600 newton metres at 5000 rpm is unrivalled in this class, and the torque curve is equally impressive: from 2000 to 6250 rpm the driver always has more than 500 newton metres on tap – ideal for powerful acceleration in any engine speed range.

V8 with thoroughbred racing technology and a designer exhaust note

Introduced in 2005, the V8 engine is installed in numerous AMG high-performance cars and excels with its thoroughbred motor sports technology.

Perfect cylinder charging is guaranteed by the vertical arrangement of the intake and exhaust ducts, as well as the magnesium variable intake manifold with two integral throttle flaps. Other high-tech features include variable camshaft adjustment, four-valve technology with bucket-type tappets, a particularly rigid aluminium crankcase of closed-deck design and the low-friction TWAS coating on the cylinder contact surfaces.
Among the particular strengths of the AMG V8 engine are outstanding responsiveness and enormous pulling power – by virtue of its large displacement, it develops over 30 percent more torque than comparable engines in this performance class. Electronically controlled fuel delivery is another reason for the outstanding agility and responsiveness to movements of the accelerator. With its sporty AMG sound, which was designed-in during a series of sophisticated trials, this eight-cylinder powerpack from Affalterbach offers the unique excitement of a fast-revving, naturally aspirated engine – an audible and immediate experience whether at low, medium or high engine speeds.

In the interests of optimal reliability, the C 63 AMG has a particularly efficient water cooling system and large engine and transmission oil coolers. Located behind the large apertures in the AMG front apron, these coolers ensure non-critical operating temperatures at all times – even under the extreme stress of the racetrack.

Like all AMG high-performance engines, the AMG 6.3-litre V8 is built in the AMG engine shop on the traditional “one man, one engine” principle. This means that one technician is responsible for hand-assembling a complete V8 engine to the highest quality standards – which is attested to by his signature on the AMG engine plate.

AMG SPEEDSHIFT PLUS 7G-TRONIC with blipping function

This high-performance eight-cylinder engine has the perfect partner in the form of the AMG SPEEDSHIFT PLUS 7G-TRONIC transmission. Equipped with AMG steering wheel shift paddles and three driving modes, the seven-speed automatic transmission allows a decidedly sporty or more comfort-oriented style of driving according to the driver’s preference. The different modes – “S” (Sport), ” C” (Comfort) and “M” (Manual) differ in their shift characteristics and speed: gearshifts in “S” mode are around 30 percent faster than in “C”, and no less than around 50 percent faster in “M” mode.

Pressing a button is sufficient to activate the desired driving programme.

The new C 63 AMG is the very first AMG car to feature an automatic throttle-blipping function during downshifts. This not only enhances the driver’s emotional experience – the almost completely jolt-free downshifting process also reduces the load-change responses and has a particularly positive effect when braking before bends on the racetrack.

Redesigned front axle with 35-millimetre wider track

The C 63 AMG owes its outstanding handling dynamics to the AMG sports suspension and an all-new three-link front axle design. The stiff configuration of the springs and gas-pressure shock absorbers ensures optimal road contact and low body movements when negotiating serpentine bends at speed. The new front axle has a 35-millimetre wider track – visible by the more widely flared wheel arches – and therefore ensures lower dynamic wheel loads when cornering. A number of features make for substantially more stability and precision in all driving situations: the redesigned wheel location at the front axle is 100 percent more rigid, leading to a considerable improvement in steering precision. Another benefit makes itself felt when braking, as the new wheel location ensures an immediate response even under high dynamic stresses.

In combination with completely newly configured elasto-kinematics, the new wheel location provides greatly improved lateral dynamics and allows the driver of the C 63 AMG to benefit from significantly higher cornering speeds. A larger torsion bar stabiliser, new head bearings and dampers with rebound buffer springs further enhance this stability and precision. Steering feedback is also improved by the new kinematics. The speed-sensitive AMG sports steering has a ratio of 13.5:1, but feels more direct as a result of moving what is termed the instant centre of motion at the front axle. A more rigid Hardy disc in the steering column, as well as modified steering characteristics, make a further contribution to increased precision.

The multi-link independent rear suspension has also been thoroughly re-engineered, with a twelve-millimetre wider track and more camber leading to improved cornering performance. Reinforced drive shafts and drive joints increase fatigue strength and round off the improvements to the rear suspension of the C 63 AMG.

The completely newly developed AMG sports suspension combines outstanding handling dynamics with the long-distance comfort to be expected of a Mercedes – which also means that the C 63 AMG has the characteristic virtues of a genuine AMG.

18-inch AMG light-alloy wheels, 19-inch wheel/tyre combination on request

The C 63 AMG is appropriately fitted with new, 18-inch AMG light-alloy wheels in a five-spoke design. Painted in titanium grey, these high-sheen wheels in size 8.0 x 18 and 8.5 x 18 are shod with wide-base tyres in size 235/40 R 18 (front) and 255/35 R 18 (rear). Even more dynamic handling is made possible by the optionally available 19-inch AMG light-alloy wheels in a multi-spoke design. The front wheels are in size 8.0 x 19 with 235/35 tyres, with 9.0 x 19 wheels and 255/30 R 19 tyres at the rear.
Generously dimensioned AMG high-performance braking system

Internally ventilated and perforated disc brakes all-round reside behind the spokes of the AMG wheels. The front brakes have size 360 x 36-millimetre discs with six-piston fixed callipers, while deceleration at the rear is by 330 x 26-millimetre discs with four-piston fixed callipers. The AMG high-performance braking system is characterised by great sensitivity and high fade-resistance.

3-stage ESPÒ with Sport function as a new feature in the C 63 AMG

The Electronic Stability Program ESPÒ is specifically configured for the dynamic performance of the C 63 AMG, which is the first AMG model to feature the 3-stage ESPÒ with a Sport function. This system offers three different control settings, and is a logical further development of the AMG ESPÒ philosophy. The ESP key in the centre console enables the driver to choose between three modes – “ESP ON”, “ESP SPORT” and “ESP OFF” – the currently active mode is shown in the central display of the AMG instrument cluster.

In “ESP ON” mode, the onset of handling instability leads to braking intervention at one or more of the wheels, accompanied by a reduction in engine torque. Briefly pressing the ESP key activates “ESP SPORT”. In this mode the braking intervention to counter oversteer or understeer, as well as the accompanying reduction in engine torque, allows a higher dynamic threshold and, for instance, corresponding drift angles – which means that the driver of the C 63 AMG benefits from considerably more active driving pleasure. ESP Ò is restored to its normal function as soon as the brake pedal is operated.

Prolonged pressure on the ESP key activates “ESP OFF”. There is no intervention to control the handling dynamics, and no reduction in engine torque – thus increasing driving enjoyment even further. “ESP OFF” should only be used by experienced drivers on dedicated racetracks. In this mode too, operating the brake pedal restores all the normal functions of ESPÒ. The system’s traction logic is active in all three ESP Ò modes. If one of the drive wheels threatens to spin, specific brake pressure is applied to create the effect of a mechanical differential lock. This means that the engine power is optimally transferred to the road.

More distinctive exterior design than ever before

It is not only in technological but also in visual terms that the new C 63 AMG is more distinctively different from the standard C-Class than ever before. The front end is dominated by the new bonnet with its two pronounced power domes, as well as the trademark AMG radiator grille with a central star and two louvres with chrome inserts. The honeycomb pattern of the grille is also reflected in the large air dams of the new, athletically contoured front apron which forms part of the AMG-specific bodystyling. The fog lamps with chrome surrounds are spaced well apart, acting together with the flared front wheel arches to accentuate the width of the car – with the striking transition from the front apron to the wings leaving a particularly strong impression. The side air vents in the front apron serve to expel the hot air from the oil coolers. If the C 63 AMG is specified with the optional bi-xenon headlamps or the Intelligent Light System, the headlamps are also dark-tinted.

Eye-catching features when viewed from the side include the 18-inch AMG light-alloy wheels, the harmoniously integrated “6.3 AMG” lettering on the front wing and the AMG side skirts. At the rear the standard LED rear lights, the AMG rear apron with its black diffuser insert and three pronounced diffuser fins, as well as the AMG sports exhaust system with two chrome twin tailpipes, provide further visual highlights that are hallmarks of the brand. The AMG spoiler lip on the boot lid reduces lift and ensures greater handling stability at high speeds.

AMG interior with new sports seats and performance steering wheel

This decidedly sporty theme is continued in the interior of the C 63 AMG, which now has special AMG sports seats with integral head restraints for the first time. The seats not only feature a new design with cross-piping and AMG lettering, but also an adaptive backrest with adjustments for the side bolsters and lumbar support. The standard upholstery in ARTICO man-made leather/AMG fabric is available in a choice of black or reef grey – or as an option the interior can be further enhanced with particularly high-grade leather in black, reef grey or black/sahara beige. Perfect handling control is assured with the new AMG performance steering wheel in a three-spoke design, which has a rim diameter of 365 millimetres and a flattened lower section. The upper section is covered in perforated leather, and two silver AMG shift paddles enable the gears to be shifted manually.

AMG main menu with a wide variety of displays

The trademark AMG instrument cluster in a tubular design features newly styled dials, AMG-specific lettering and a new night-time design. Eye-catching details include the 320 km/h speedometer scale, AMG lettering, red needles and the “6.3 V8″ logo in the rev counter. The AMG main menu in the central display allows numerous settings, with “Warm Up”, “Set Up” and “RACE” modes activated via buttons on the AMG performance steering wheel. “Warm Up” displays the engine oil and coolant temperature, “Set Up” the current ESP Ò mode and the transmission mode “S”, “C” or “M”. “RACE” mode makes the RACETIMER available, with which the driver is able to measure lap times on a racetrack.

Development and design of the C 63 AMG

Creating a new car is a complex undertaking, and this certainly applies to the new Mercedes-Benz C 63 AMG whose conceptual phase commenced in 2004. This began with the fundamental feasibility study known as packaging. The new C 63 AMG was first constructed as a digital model, the engine, cooling system, fuel system, drive train and axles being “married” with the bodyshell to examine buildability. In spring 2005 the first 1:4-scale design models were produced on the basis of drawings and computer images, and in addition the first testing & development vehicles were already built on the basis of the preceding C 55 AMG. This made it possible to test major assemblies such as the drive train, brakes and axles. The latest onboard measuring technology provided valuable data such as engine oil, coolant and brake disc temperatures – but other aspects of interest were lap times e.g. on the north loop of the Nürburgring, as well as measurable, precisely defined handling manoeuvres to provide comparisons between different axle configurations. These tests were accompanied by extensive aerodynamic tests on the bodyshell of the C 63 AMG, and it was only then that the final design was approved.

Following approval of the concept in the autumn of 2005, the first fully-fledged prototypes of the C 63 AMG were built. At the same time the high-performance saloon was also produced as a digital prototype. Computer simulations made it possible for the “real” development prototypes to exhibit a very high level of maturity during the first rollout. These simulations included the most important vehicle functions, such as handling dynamics, the engine and drive train, bodyshell durability, suspension performance, passive safety, the engine’s thermal characteristics and performance/fuel consumption.

From Affalterbach to every climatic zone on earth

The standardised and highly sophisticated AMG development and test programme for the C 63 AMG began in summer 2005. Over the next couple of years around 20 vehicles were dispatched all over the world from Mercedes-AMG GmbH in Affalterbach, to be subjected to strenuous tests in every climatic zone.

Test, analyse and optimise – that is the creed of the specialists at AMG to achieve the objectives laid down in the book of specifications. Another decisive aspect was an ongoing dialogue between Design and Development, so that any necessary technical modifications were also implemented in design terms.

Mans bijušais BMW E34 v8 jeb vienkārši 530i. Bija ērti, lēti, skaisti, kruti un ideāli.

Kadu laiku atpakaļ uzgāju skaistu e34 salona apdari. Interesē jo kādreiz pašam bija BMW E34.

BMW M GmbH prezintă un nou performer cu adevărat remarcabil, ideal şi pentru evenimentele Clubsport Racing. BMW M3 GTS este dezvoltat pe baza modelului BMW M3 Coupé, construit manual printr-un pachet de modificări realizate individual de specialiştii M GmbH. Cu accent clar spre motorsport, modificările privesc atât sistemul de transmisie, suspensia şi caroseria, cât şi interiorul.Lansarea pe piaţă a viitorului BMW M3 GTS va avea loc în primăvara anului 2010 … (mai mult)

Ce-am învăţat din filmu’ ăsta:

1. Abia în 2012 or să ajungă americanii să aibă drumuri ca ale noastre. Consider totuşi că au cam exagerat metafora cu gropile din asfalt.
2. John Cusack seamănă cu Meme Stoica când îi ud fleşcă. Cusack ud fleaşcă. Meme tre’ să fie doar… Meme.
3. Barrack Obama îmbătrâneşte foarte mult în 2 ani.
4. V8-urile sună demenţial! Acoperă chiar sunetul unor coşmelii de 40 de etaje ce se dărâmă.
5. John F. Kennedy se întoarce la Casa Albă. Ofcors, în 2012. Stay tuned.
6. Leonardo di Caprio ştie să se “ducă la fund” mai dramatic decât Blu Mankuma.

Concluzia: 2012 o luat The day after tomorrow-ul, Independence Day-ul, Deep Impact-ul şi Titanic-ul şi le-o băgat în buzunarul din spate de la blugi, după care o băgat blugii la spălat. Ce să mai? Douămiidoişpe e “Chuck Norris”-ul filmelor cu dezastre. Parol.

Concluzia concluziei: Pfai, cât mi-o plăcut!

We must have the British automaker on the mind today- here’s the DBR9’s little brother at the ‘Ring.

A bit of background on the N24:

While essentially much like the existing coupé, the N24 had a front splitter and extended door sills for aerodynamic efficiency, a full roll cage, a racing fuel tank, and other modifications necessary to make the car race worthy. Other modifications include the removal of most of the interior, including all seats, replaced by a lone Recaro drivers seat.

Later in 2006, Aston Martin confirmed that they would offer the V8 Vantage N24 to customers as a track car similar to a Porsche 911 GT3 Cup… Contrary to Porsche however, Dr. Bez announced that they will not be putting a premium price on the N24 and that, while it will only be produced in limited numbers, will cost just about as much as a regular V8 Vantage…

The N24 was featured in the British TV series Top Gear and driven by James May in a quest to find the best road for driving in Europe. The decision to use the “racing version” for this kind of drive was mocked by Richard Hammond and Jeremy Clarkson as the car lacked air conditioning and other comforts. May eventually had to drive naked, while pouring bottles of cold water over himself (source).

The episode in question:

Enjoy!

Photo credit: Mark Nauta

- Gyro

Para os aficcionados por carros, que tal um casemod imitando um motor V8?

O modelo pertence a série 6 da BMW e foi lançado em 2004, após 15 anos do primeiro modelo da série 6.

O motor V8 de 4,4 litros faz em 5,6 s 100km/h. E o seu poder é de 325 cavalos.

Seu interior possui bancos esportivos, mesmo que a aparência seja de um coupé de luxo.

Uma miniatura que se destaca no meio de várias outras do 645Ci é a da Welly.

BMW 645Ci Welly na escala 1:64

Outras marcas tem a BMW 645 em sua linha, como a Hot Wheels, Maisto e Kyosho. Porém essas custam um pouco mais caro, como é o caso da Kyosho.

BMW 645Ci Kyosho na escala 1:18

Ostatnia Alfa w klasie premium została wyprodukowana w 2007 roku, to wspaniała Sto sześćdziesiątka szóstka.

Sikorki donoszą, że w 2011 pojawi się jej następczyni: piękna, tylnionapędowa Alfa 169. Nadwozie będzie oparte o platformę Chryslera 300, a ożywiać go będzie widlasta szóstka nowej generacji oraz ósemka od Maserati. Do gamy silników dołączy diesel o minimalnej mocy 250 KM.

Czekamy na testy i czar…

Alfa 169 - nowa limuzyna z Mediolanu | źródło:AutoŚwiat.pl

Alfa 169 - limuzyna coupe | źródło: AutoŚwiat.pl

Kuper Alfy 169 | źródło: Autokrata.pl

__________

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Wow! Bagong Rest Day! Woohoo!, dapat ninanamnam, bawat pagkakataon, isang taon na, hindi nakakapagsimba, internet muna, iyon oh!, nauna nagising kay kuya, solo ko, haha, hala!, 09:30 na, asikaso muna, ligo, toothbrush, bihis, pabango, sapatos, suklay???, alis na.

Makikinig muna ko ng salita ng Diyos, isang taon din iyon, nagoffering, tithes, text, awit, clap clap, batsi na, SM muna, boring, Linggo eh, dapat may magawa, teh kita tayo, maya na pacquiao pa eh, o sige, porang tara, nood tayo, 2012, sige, kelan, now na!, teka ligo lang ako, okies, teh sama ka samen, trinoma, okies..

Asan ka na, dito ako sa may circle, sa gitna, punta ka, buset ka hintay mo ko, tara akyat na tayo, ui! ang haba ng pila, doon sa kabila, dito nalang, sige, magkano ba, ah baka kuwan, eto nga iyong pila, ate iyong 2:45?, eh iyong 3:00?, eh iyong 3:15? HALA!, eh iyong 4:00? toinks, wala puno, tae, wag nalang, next tym nalang, sige, tara starbucks, tara, gusto ko white mocha, ay java chip nalang, tama, ikaw?, ah masarap ba iyon, dark cherry mocha, sakto lang, hehe…

teh asan ka na, oi!, nagkakilala din kayo, sa wakas, inom tayo, sige, saan, diyan nalang sa gerry’s grill, okies, teka uwi lang ako, sandali lang, ligo lang ako, bakit, naiinitan ako eh, weh, siguro may body odor ka noh, wala (baka magkaroon), taena*!!!

*taena kasi nakalimutan kong magdeodorant nung nagaaskikaso ako papunta sa church, naramdaman ko nalang nung nasa farmers na ko pasakay ng MRT, bakit parang may kung ano sa kilikili ko, at naalala ko nga hindi ako nakalagay kaya baka magka-BO ako, naghanap ako ng watson, wala dun ung ginagamit ko, pumunta ko sa mercury drug at wala din dung ganun pero may nakita akong bago ng rexona – kulay yellow at black iyong lalagyan, binili ko na mukhang okies eh, taena ang mahal kasi mukhang special edition, edi pumunta kong CR, naglagay ako, tapos okey naman, maginaw sa kilikili haha!, okey na toh, kaya sige pumunta nakong trinoma, habang nakapila sa naudlot na panonood ng sine, parang may uncomfortable na feeling sa kilikili ko. ampf!, sabi ko hala baka naghalo na nga ung pawis, downy, pabango, at iyong rexona na iyon, inamoy, okay naman pero matapang talaga iyong rexona, hanggang sa nagstarbucks nalang kami at doon nga naramdaman kong baka magka-B.O. nako kaya umuwi talaga ko. Siyempre dali-dali akong naligo at nagbihis at bumalik sa Trinoma gamit iyong talagang deodorant ko. Kung nahuli ako ng ilang minuto sa pagalis malamang sasabog iyong dalawa kong toinks, ampf! nakakahiya iyon!, haaay, tae talaga, buti nalang i’m good nyahaha!

Ginamit ko ulit iyong yellow-black na rexona na iyon ng dalawang araw sa office at talagang panget, parang bibigyan niya ko ng putok anytime, konting overtime pa at baka may pumutok sa dalawang tabi ko. Nakakaasar… Balik na ko sa dati.. haist!

Real nice SC from http://cambersc.blogspot.com/. Low as hell. Black body/ widebody. An it’s a V8.

A vuit blogosfera timișoreană de opinii și viziuni asupra “ză famous”-ului 2012. Ei bine, și eu am două cuvinte de spus despre filmul ăsta:

- mi-a plăcut la nebunie limuzina. Lincoln-ul!

Sunetul făcut de puternicul V8 surclasa toate zgomotele și efectele sonore ale dezastrelor din jur. Mi-aș fi dorit să fiu eu în acea cursă haotică, să gonesc la volanul nebunei prin labirintul de clădiri. Cred că aș fi fost în stare multe ore să ascult  cum toarce și să o simt cum gonește. Și sigur aș fi avut un rânjet plin de satisfacție, în loc de expresia îngrozită a actorilor (da măi, da, știu că așa era filmul și se surpa lumea peste ei ) )

Deci da, motorul limuzinei mi-a încântat auzul în cel mai plăcut mod. Pentru asta aș putea să mă mai uit încă o dată la film… Sau aș putea să caut pe youtube oareșce filmulețe cu motoare V8. Sau V16…

When I was a kid, my brother’s friend had a black Lotus Esprit. It was gorgeous, nothing like I had ever seen before. As he pulled up to the front of the house, a distinguished loud raucous sound was playing from the engine bay. I was in love! In a matter of seconds, the engine surprisingly caught on fire! I just stood there as they unsuccessfully tried to put it out looking at the sleek nose and admiring the width of the car. Daydreaming. It still stands out in my memory till today. A death trap or not, I will always be in love with the Lotus Esprit.

Fast forward to the present. I recently read that Lotus is working on a new Esprit, set to be released some time in 2012. Brilliant! Lotus, unlike other car companies that disappeared over the years, has made an organic comeback. They focused on providing suspension & handling consultancy services to other carmakers such as Kia, Isuzu, Chrysler and even Nissan’s already legendary Skyline GT-R. They built the Elise and the Exige, 2 track-minded razor cutting machines. They recently just launched the Evora, a 2+2 sports car which can handle cruising and track shredding duties, the Lotus way.

Picture above is a rendering and not an official photo.

In order to pay respects to its heritage, Lotus will retain the original Esprit’s mid-engined layout. What kind of engine will it use? There’s speculation that Lotus could stick to using Toyota engines as it currently does throughout its lineup, although this time they would opt for a V8. There is also a rumor going around that Lotus may opt for BMW’s new twin-turbo V8 due to the balance of power and efficiency. We’ll have to wait and see but for now, nostalgia’s knocking at the door and I need to go answer it.

Proiectat pentru a fi mai puternic, mai precis si mult mai receptiv pe pista decat versiunea standard, noul BMW M3 GTS vine cu un motor V8 de 4.4 litri si 450 CP. In plus mai are un eleron reglabil care produce o forta de apasare imensa, traducandu-se printr-o aerodinamica mult mai buna.

Pe langa un motor mai mare (+0.4 litri si 36 CP), masina vine si cu numeroase modificari ale greutatii, cum ar fi lipsa scaunelor din spate, plafon din fibra de carbon si dotari minime:  aer conditionat automat, un sistem audio si izolatia fonica. Ar mai fi de mentionat: centura de siguranta cu sistem de prindere in sase puncte, un rollcage si transmisia M DKG Drivelogic in 7 trepte.

BMW a anuntat ca acest model va fi pus in vanzare incepand cu primavara lui 2010 si va costa aproximativ 115.000 euro (170.000 dolari). Primii care se pot bucura de performatele noului M GTS sunt europenii, deoarece piata nord-americana nu intra in calculul bavarezilor, momentan.