carrazy

Proton Perdana

noreply@blogger.com (Unknown) — Fri, 28 Aug 2009 17:26:00 +0000

The Proton Perdana is a mid-size car produced by Proton. It is a badge engineered version of the seventh-generation Mitsubishi Eterna.

The Perdana was first introduced by Proton in 1995 with Mitsubishi's proven 2.0L 4G63 engine. It was based on the Mitsubishi Galant platform and was thus similar to the Mitsubishi Eterna in Japan, but received minor internal and external changes when it was launched locally in Malaysia. The first generation Perdana was also Proton's first car to offer an anti-lock braking system (ABS) and cruise control.
In 1997, the Perdana was given a facelift with a chrome grille, a new rim design, new body colours and upgraded interior trimmings.

In 1999, Proton shoehorned a 2.0 L 6A12 V6 engine (also sourced by Mitsubishi) into the Perdana. The so-called Proton Perdana V6 also had a new bodykit and 16" rims. The original Perdana in Malaysia is soldiered on for a short while before it was dropped. With Lotus-tuned and upgraded suspension settings, the car handles well through tight corners and it is a good high speed cruiser.

In 2003, the Perdana V6 was given a major facelift, gaining a new Alfa Romeo-esque front grill (earning the moniker "Alfadana" in Malaysia) and new bumpers. Inside, it was given a new aluminium-effect trim. This iteration remains on sale to date. Also made available is a luxury variant of the Proton Perdana V6 with an extended length of 25 cm (10 inches) in the rear door, dubbed the Proton Perdana V6 Executive. The Executive is essentially a conversion of the Perdana V6 by Automotive Conversion Engineering (ACE), a subsidiary of EON specialised in developing limousines for statesmen and building TD2000s. Two Perdana V6 Limousine variants are additionally released by ACE with extended lengths of 66 cm (26 inches) and 91 cm (36 inches), and sport far more luxuries then the Executive variant.

Like the original Perdana, the Perdana V6 was not exported to Europe, although it was tested by Britain's Top Gear magazine in their April 1999 issue, as there were plans at the time to sell the V6 in Europe. The plan never materialised.

As a tie-up between Proton and Volkswagen was discussed between 2004 to 2007, it was expected the successor to the Perdana would be based on a Volkswagen Passat platform. However, the plan was cancelled when Volkswagen announced that negotiations about the partnership had failed.
There was also talk between Proton and Mitsubishi Australia in 2005 to have a replacement Perdana in the form of a rebadged Mitsubishi 380 sedan. These talks never eventuated.

source taken from wikipedia..

Rolls Royce Phantom 2009

noreply@blogger.com (Unknown) — Thu, 20 Aug 2009 11:38:00 +0000

Rolls-Royce Motor Cars is pleased to announce details of a product update to the 2009 model year Phantom and Phantom Extended Wheelbase. Building on a successful sales year in 2008, the phased introduction of a number of subtle model year enhancements will reinforce Phantom’s position as the pinnacle product of the super luxury segment.
Harmonising the front appearance of the car with that of the Phantom Drophead Coupé and Phantom Coupé, a new streamlined front bumper has been designed and integrated with a shallower grille, finished in stainless steel.

Other new exterior features include LED door handle illumination and the fitting of 21-inch cast aluminum wheels as standard. Two further wheel options exist, both manufactured in forged alloy and available in either painted or part polished finishes.
Inside, rear passengers will benefit from a new RCA component input which provides auxiliary audio and visual connectivity to the 12-inch monitors mounted within the picnic tables. Further features include new front and rear door cappings with integrated grab handles and new bi-directional double reading lights in the C-pillar provide additional illumination. Rear climate control, volume control and electric window switches are now conveniently repositioned, housed in a wood veneer panel in the door.

review taken from lincah.com

Audi A3 2009

noreply@blogger.com (Unknown) — Fri, 14 Aug 2009 10:31:00 +0000

For 2009, Audi updated the A3 with some great features. In particular, you can now get all wheel drive with the more economical 2.0 liter turbo four (previously AWD was only available with the 3.2 liter 6). It also now offers a dual clutch automatic transmission, magnetically controlled (adjustable) suspension and LED running lights. So what does this all mean?
In short, this is a practical car that has plenty of zip from the turbo 4. It also has fantastic handling with the phenomenal Audi ride quality—that provides a great balance of road feedback with excellent dampening.

The engine is delightful. Though there is some initial turbo lag, it spools quickly and feels plenty torquey, yet the power isn’t lumpy; it just builds and builds. The engine redlines at 6500 rpm but it feels like it could go another 1000. The close ratios of the 6 speed gearbox mean you have to shift quickly; in some ways I wish it had longer gearing to keep it at full boil longer. The transmission is also excellent and features wheel mounted shift paddles and the wonderful tip shifter. Of course you can just leave it in drive and let the car do the shifting for you. Notably, this is the first Audi I’ve driven in a while that lets you downshift to first; the V-8 equipped models limit you to second gear only.

The hatchback design is flexible and functional. It’s surprisingly roomy up front and offers a lot of hip and knee room. The optional sport seats hold you in securely and the ergonomics are typical Audi: excellent. Audi has also improved it’s GPS; easy to use and I really liked the zoom function. The dual sunroof was cool though the rear one intrudes on head room a bit.

The rear seat was cramped for 6 footers but still spacious enough to put in a baby seat. Of course, the hatchback design makes it easy to flop the rear seats to carry larger loads such as a bicycle.
I’m notorious for flogging cars and achieving woeful gas mileage. However, the A3 delivered a surprising 23.5 mpg despite my lead-footedness. Impressive. Speaking of flogging, the “sport suspension button” on the dash will firm up the ride whenever you want it. I found the car to have marginally reduced body roll with it on. But driving over speed bumps was pretty jarring. I wasn’t convinced of the overall effectiveness because the car handles so well already.
I really liked driving this car—and would consider it as my next. The one downside: Price. Though the A3 has a base price of $30,500, this was optioned up to $41,700! At that price, it’s starting to compete with the 3-series and A4. The A4 features a more powerful 2 liter turbo and about the same interior space though it loses the functionality of the hatch. Tough call but great choices to have!

Honda CRV 2009

noreply@blogger.com (Unknown) — Thu, 13 Aug 2009 08:51:00 +0000

Introduction

Like many Honda products past and present, the 2009 Honda CR-V is a top seller because it just makes sense. Safety? Check. Crash test scores don't get any better than the CR-V's. Versatility? Check. Maximum cargo capacity is a substantial 73 cubic feet of space, and there are numerous nooks and crannies in which to stash your stuff. Comfort and convenience? Check. The driving position is close to ideal, the controls are idiot-proof and the spacious rear seat both reclines and slides fore and aft. Secure handling? Check. In fact, the CR-V's communicative steering makes it downright entertaining to drive.

Given the CR-V's all-around competence, we're surprised that Honda hasn't seen fit to give this loyal steed a few more oats. Despite being one of the lightest compact SUVs on the market, the last all-wheel-drive CR-V we tested weighed in at a substantial 3,552 pounds -- yet the only available engine is a 2.4-liter four-cylinder rated at just 166 horsepower. With that kind of weight-to-power ratio, no amount of VTEC trickery can keep the CR-V from turning in a doglike performance at the track. If zero to 60 in 10 seconds and a 17.4-second quarter mile don't tickle your fancy, check out Toyota's V6-powered RAV4, which nearly matches the CR-V's fuel economy while hitting 60 mph almost 3 seconds sooner.

Other concerns about the CR-V include higher-than-average road noise and the lack of a manual mode for the mandatory five-speed automatic. We're not crazy about the front-end styling, either. But judging by this Honda's sales success, plenty of car shoppers aren't bothered by such issues. The well-rounded CR-V does most things well, and Honda's long-standing reputation for reliability is icing on the cake.

Competition in the small to midsize crossover SUV segment is stiff. Other notable choices include the sharp-handling Nissan Rogue, the European-flavored Saturn Vue, the excellent Toyota RAV4 and the pricey but competent Volkswagen Tiguan. Indeed, the RAV4 has won our last two compact SUV comparison tests, beating out the CR-V each time. Nonetheless, the CR-V's jack-of-all-trades nature has kept it competitive, even as newer models have debuted. As long as you don't mind the leisurely acceleration, you can't go wrong with the 2009 Honda CR-V.

Body Styles, Trim Levels, and Options

The 2009 Honda CR-V is a compact SUV with seating for five. There are three trim levels: LX, EX and EX-L. The base-level LX comes with 17-inch steel wheels, cruise control, keyless entry, full power accessories, a tilt/telescoping steering column, a trip computer, an overhead "conversation mirror" for backseat monitoring, a retractable front-seat center tray table and a four-speaker stereo with a CD/MP3 player and an auxiliary audio jack. The EX comes with alloy wheels, a sunroof, tinted rear glass, steering-wheel-mounted audio controls, a removable trunk shelf and a six-speaker stereo with an in-dash six-CD changer. The top-of-the-line CR-V EX-L adds leather upholstery, a power driver seat, front-seat heaters, upgraded exterior trim, dual-zone automatic climate control, a leather-wrapped steering wheel, a front seat center console (instead of the retractable tray), satellite radio and a premium sound system with seven speakers and a subwoofer.

The lone option is a touchscreen navigation system that includes a rearview camera and a digital audio card reader. With the navigation system, the premium sound system's CD changer migrates to the center console and a single-CD player is added behind the retracting touchscreen.

Powertrains and Performance

The 2009 Honda CR-V is powered by a 2.4-liter four-cylinder engine that generates 166 hp and 161 pound-feet of torque. The engine comes paired to a five-speed automatic transmission, and buyers have a choice of front-wheel drive or an AWD system that only apportions power to the rear wheels when front slippage occurs. In our most recent performance test, an AWD CR-V loped from zero to 60 mph in a lackadaisical 10.0 seconds. EPA fuel economy estimates are about average for a four-cylinder compact SUV at 20 mpg city/27 mpg highway and 23 mpg combined.

Safety

The 2009 Honda CR-V is equipped with antilock disc brakes, stability control, front-seat side airbags and full-length side curtain airbags. A back-up camera is available on EX-L models equipped with the navigation system, and Honda dealers can install parking sensors on lower trim levels.

The CR-V performed exceptionally well in government crash tests, earning a perfect five stars across the board for front and side crash protection. The Insurance Institute for Highway Safety also gave the CR-V its top score of "Good" for frontal-offset and side-impact crash protection.

Interior Design and Special Features

The CR-V's cabin is both functional and attractive. Gauges are clear, controls are where you'd expect them to be and materials quality is good, if not extraordinary. Parents will appreciate the wide-opening rear doors and lightweight rear liftgate, which ease the process of loading infants and their strollers. A "conversation mirror" built into the overhead console's sunglasses holder enables front-seat occupants to keep an eye on the backseat without turning around.

Speaking of the backseat, it's of the 60/40-split-folding variety, with reclining seatbacks and fore-and-aft adjustability. Luggage capacity with the seatbacks up measures 35.7 cubic feet, and the cargo shelf in EX and EX-L models allows two-tier loading. With the rear seats folded, the CR-V can hold an impressive 73 cubic feet of cargo.

Driving Impressions

The 2009 Honda CR-V is remarkably nimble by compact SUV standards, thanks to a relatively firm suspension and sharp steering with excellent road feel. Braking performance is top-notch as well, with our most recent CR-V tester turning in a laudable 119-foot panic stop from 60 mph. The ride is slightly busier than the norm, but not objectionably so. Road noise is more annoying -- while previous CR-Vs were even noisier, some other compact SUVs have noticeably quieter cabins. The CR-V's Achilles' heel continues to be its four-cylinder engine, which simply can't compete with the V6s available in rival models. With a full load of passengers and cargo, highway merging can be harrowing, and the automatic transmission hunts more than Teddy Roosevelt on an African safari.

Review taken from edmund.com

BMW X5

noreply@blogger.com (Unknown) — Wed, 12 Aug 2009 08:05:00 +0000

The BMW X5 is a mid-size crossover SUV sold by BMW since 1999, making it BMW's first SUV. It features all-wheel drive and is available with a range of gasoline inline-6s, V8s and a diesel powertrain is also available. All X5s worldwide are manufactured in Spartanburg, South Carolina. BMW described it as a Sport Activity Vehicle (SAV)) rather than an SUV (Sport Utility Vehicle), to emphasize its on-road ability despite its size. Like the Lexus RX 300 and Mercedes M-Class, the X5 heralded the shift from truck-based body-on-frame SUVs to sedan-based crossovers that would come to fruition in the late 2000s.

Four years later, the BMW X3 was released, which used the "X" prefix applied to the BMW SAVs which were derivatives of the BMW number-series models.

The BMW X5 was this German automaker's first entry into the luxury SUV segment. Realizing that most SUV buyers rarely, if ever, venture off-road, BMW designed the X5 for on-road performance and handling. Short overhangs, a compact size (the original was 4.5 inches shorter than the 5 Series sedan of the same time period) and a car-based chassis combined to give the X5 its low stance and superb on-road performance. The X5, produced at BMW's first American plant in Spartanburg, South Carolina, quickly became a huge hit for BMW in the U.S.

The first-generation BMW X5 only sat five people, however, and this is something that the company addressed with the current model. Redesigned for the 2007 model year, the second-generation X5 looks very similar to its predecessor, but is larger than before. It now features an optional third-row seat and room for seven, along with more cargo capacity. Despite this growth, the X5 is still very entertaining to drive as luxury SUVs go. If this appeals to you, the BMW X5 is a fine choice, new or used.

Current BMW X5

The BMW X5 comes in three variants: the X5 xDrive 30i, the X5 xDrive48i and the turbodiesel xDrive35d. As such, there are three engine choices: A 260-horsepower inline six-cylinder engine is standard on the X5 xDrive35i and a 350-hp 4.8-liter V8 is included on the X5 xDrive48i. The X5 xDrive35d features a turbocharged diesel engine that produces 265 hp and a massive 425 pound-feet of torque. The term "xDrive" refers to the standard all-wheel-drive system that enhances the X5's all-weather capability.

The X5 offers a fair amount of utility thanks to its all-wheel drive and optional third-row seat. It's also quite sporty, and injects an ample amount of Bavarian handling chutzpah into the ridin'-high body of a family-friendly SUV. Although several luxury automakers have taken aim at the X5's sporting formula, this BMW remains very attractive for those who want the "S" in SUV to actually mean something.

Our editors have found the interior furnishings quite handsome in BMW's biggest and newest SUV, with comfortable seating for the driver and rear passengers. The materials are of excellent quality and the craftsmanship is top-notch. The only sour notes in the interior are the controversial nature of the iDrive system interface and the small size of the third-row seat, which makes it impractical for use by adults.

Used BMW X5 Models

The present-generation BMW X5 was introduced for the 2007 model year. It is bigger, more luxurious and smoother riding than its predecessor. Prior to '09, the models were known as 3.0si and 4.8i, and the turbodiesel xDrive35d was not yet available.

The original, first-generation BMW X5 debuted for the 2000 model year. It was initially offered with one engine only: a 4.4-liter V8 engine. A 3.0-liter inline six-cylinder engine debuted the following year. Though the six-cylinder offered superior fuel economy and adequate overall performance, it was often criticized for its lack of off-the-line grunt. The 4.4i reached 60 mph in fewer than 8 seconds. One note to buyers looking at a first-year BMW X5: All X5 models manufactured after June 2000 (starting with the '01 model year) benefited from important structural changes that improved occupant protection in frontal crashes.

In 2002, the high-performance BMW X5 4.6is debuted, boasting a 4.6-liter V8 making 340 hp and 350 pound-feet of torque. The midlevel X5 4.4i saw an 8 horsepower increase to 290 for the year. Towing aficionados welcomed a new version of the stability control system that aided trailer towing, and BMW finally made a CD player standard in its luxury SUV.

In 2004, the X5 received its most extensive refreshening. A new front fascia received BMW's signature corona ringed headlamps, optional adaptive headlights and new foglamps. The year also marked the introduction of BMW's new all-wheel-drive system, xDrive. Compared to the previous setup, xDrive was far more capable, with its ability to transfer 100 percent of the engine's torque to one individual wheel. (The old system could only distribute torque front to rear.)

Also noteworthy for 2004 was the replacement of the high-performance X5 4.6is with the 355-hp 4.8is model. BMW also installed the V8 engine from the '02 7 Series sedan in the midlevel X5 4.4i, which raised output by 35 horses to 325 hp.

In reviews, we typically praised the first-generation BMW X5 for its carlike ride and handling, its wide range of engine choices and its top safety scores and equipment. Oft-noted downsides included its lack of off-road ability and small cargo area.Source taken from Edmund.com

mini cooper

noreply@blogger.com (Unknown) — Tue, 11 Aug 2009 23:03:00 +0000

The MINI Cooper provides the driving enthusiast with a combination of fun-to-drive performance, engineering and unconventional attitude.

The two-door hatchback Cooper features a 118-hp 1.6-liter inline four-cylinder engine mated to a six-speed manual transmission or optional six-speed automatic. Standard safety equipment includes six airbags, ABS, traction control and stability control. A wide variety of interior trim materials and colors are available. Features such as Xenon headlights, sport suspension, Dynamic Traction Control, power sunroof, navigation system, parking sensors, Bluetooth wireless connectivity and satellite radio are optional.

The 2009 MINI Cooper hatchback is a carryover from 2008. The redesigned convertible will appear later in the model year.

Opel Insignia OPC

noreply@blogger.com (Unknown) — Tue, 11 Aug 2009 09:10:00 +0000

Source: GM Media Online * Bold design features accelerate the heartbeat * 239 kW/325 hp 2.8 V6 Turbo propels Opel’s strongest production car ever * FlexRide chassis with adaptive 4x4 heralds efficiency and fun

Rüsselsheim. Dynamic and passionate driving has a new name at Opel: Insignia OPC. Its 2.8 V6 Turbo powerhouse with 239 kW/325 hp and a massive 435 Nm of torque makes it Opel’s most powerful production car of all time. The high performance Insignia sedans reach a top speed of 250 km/h (restricted) and race from zero to 100 km/h in a mere six seconds. The OPC variants of the Car of the Year 2009 will be available this fall in all three body styles – notchback, hatchback and Sports Tourer.

To mark the tenth anniversary of its successful OPC range, Opel has packed the Insignia with extra high tech features. It is the first OPC variant to offer adaptive all-wheel drive and an electronic rear limited slip differential as standard. Its FlexRide damping system is specially tuned to give OPC drivers a more active driving experience. And, the Recaro front seats with four-way lumbar support and cushion extension are the first high performance seats in the industry to receive the most coveted seal of excellence from the independent orthopedic experts from Aktion Gesunder Rücken (Action for Healthy Backs).

The car looks as hot as it performs, with tiger tooth-shaped air intakes in the front bumper, rocker panels, an integrated rear spoiler and specially designed 19” OPC wheels. Satin chrome finishes and expressive dual exhaust pipes integrated into the rear bumper add to the appeal.

Inside, designers created a sporty dressing, with a dark headliner, a special shifter and a flat-bottomed, performance steering wheel. The instrument panel illuminates red when drivers press the OPC button on their FlexRide system, putting the car in its feistiest mood.

“While the ecoFLEX version shows our commitment to outstanding environmentally friendly cars, the OPC instills some hot chili flavor into the Insignia family. It spices up the driving experience,” says Hans Demant, Managing Director, Adam Opel GmbH. “It opens a new generation of OPC cars, offering mature power, refined efficiency and a lot of fun.”

Chassis: Sporty and safe driving, yet comfortable, too

For the first time, an OPC model is equipped with an adaptive 4x4 system and an electronic rear limited slip differential (eLSD). The four-wheel drive management unit has been recalibrated to adapt torque distribution to the sporty philosophy of the OPC.

The Insignia OPC comes with the FlexRide electronic system which adapts damping and other driving functions to drivers’ preferences. OPC drivers choose between a standard mode, for all-round performance ideal for everyday driving or a special Sport mode, in which the chassis suspension stiffens and reduces body roll for more agility. When selecting the OPC button, the drive goes into the third dimension: Steering gets more direct, the throttle is more responsive and the chassis settings go into performance mode.

The High Performance Strut (HiPerStrut) front suspension architecture is designed especially for the Insignia OPC. With a reduced kingpin inclination and a shorter spindle length, it significantly evolves the McPherson strut from the standard Insignia. HiPerStrut reduces torque steering reactions, improves grip and increases cornering power, offering Insignia OPC drivers the crisp feel they expect, with enhanced precision and feedback.

The Insignia OPC is equipped with 18” Brembo front brakes with large, 355 x 32 mm, cross-drilled discs, four-piston, high-strength aluminum calipers and high performance brake pads. Specially developed Co-Cast floating discs consist of a cast iron brake rotor and an aluminum disc bell.

After intensive testing on public roads and at the Nürburgring Nordschleife, engineers from the Opel Performance Center in Rüsselsheim selected Pirelli P Zero 245/40 tires, which are fitted with flow-formed 19” wheels. An optional upgrade with 255/35 units is available on forged 20” wheels.

The most powerful production engine in Opel history ever

The Insignia OPC reaches a restricted top speed of 250 km/h and sprints to 100 km/h in six seconds. Elasticity, too, is remarkable: In only 7.1 seconds, it accelerates from 80 to 120 km/h in fifth gear.

The 239 kW/325 hp OPC version of the 2.8 V6 Turbo benefits from a specific calibration of the engine management unit, an increased turbo boost pressure to 0.9 bar and a reworked exhaust system with a significantly reduced counter pressure. Developed by the specialist Remus, this stainless steel exhaust line is 20 percent lighter than the standard one. Because sound is so important in the appreciation of an engine, Opel acoustic engineers developed new center and rear mufflers.

The high-tech 2.8 V6 Turbo engine comes with a 6-speed manual gearbox. To offer optimal performance, the final drive ratio was slightly shortened from 3.76 to 3.90:1 compared with the standard V6 Turbo Sport and Cosmo versions.

Alfa Brera

noreply@blogger.com (Unknown) — Tue, 11 Aug 2009 06:04:00 +0000

The new Alfa Brera 2.4, equipped with the powerful 200 bhp 2.4 JTDm 20v engine, was premiered just over a year ago at the Geneva Motor Show. The new engine is derived from the well-known 2.4 JTD 20-valve ‘Common Rail’ engine; it has 5 cylinders in line and is the most powerful of the multivalve JTD engines with Multijet technology, with a specific power output of 84 bhp/litre. The new engine offers several advantages. First of all, quieter warm-up which varies with the engine speed and ambient temperature. Plus plenty of power (147 kW - 200 bhp at 4,000 rpm) and generous torque (400 Nm – 40.8 kgm at 2000 rpm).

There are four valves per cylinder, activated via hydraulic tappets and rocker arms by the twin overhead camshaft. Several changes were made to the new turbodiesel engine to boost performance and engine torque at low speeds, and to eliminate noise and vibration. For example, the ‘Common Rail’ system adopted on the 2.4 JTDm 20-valve engine envisages two new automatic control strategies for the setting and balance of the injected diesel fuel, to reduce noise and vibration.

The engine includes a number of new components, such as the cylinder head with small stem inlet valves to increase the quantity of inlet air, con rods of fractured steel and a new shape that increases mechanical resistance to the strong stress created by the increased power, an inlet manifold fitted with a throttle valve on one of the two inlet ports of the cylinders to control the turbulence of the air entering, a throttle valve to prevent shaking when the engine is turned off, and an intercooler that is highly efficient thanks to its shape and position in the car, to guarantee the optimal temperature and density of the inlet air.

The electronic EGR exhaust gas cooling system has also been modified; the lubricating circuit has a new oil pump and an external air/oil heat exchanger to cool the oil, while the water pump on the cooling circuit is also new. In other words, a long list of improvements and changes that have produced a reliable, powerful engine which is sparing on fuel. Excellent results, achieved thanks to different engine control settings, an increase in the direct injection pressure to 1600 bar, and new turboblower settings.

The turboboost is provided by a turboblower with a variable geometry turbo that helps to improve power delivery, but also generates very high torque even at low engine speeds. In fact, 90% of peak torque is available between 1750 and 3500 rpm, figures that translate into extremely enjoyable driving and brilliant performance.

Perodua Myvi

noreply@blogger.com (Unknown) — Mon, 10 Aug 2009 01:50:00 +0000

For this entry, we let the pics below do the talk...

Mercedes Benz C230 Kompressor

noreply@blogger.com (Unknown) — Fri, 07 Aug 2009 10:32:00 +0000

The Mercedes Benz C230 Kompressor Sports Sedan deserves a look from you. The Mercedes Benz C230 Kompressor Sports Sedan is truly resourceful as far as style and specifications are concerned. The car is equipped with 4-cylinder, supercharged, DOHC engine, C230 Kompressor capable of churning out 189 horsepower at 800 rpm and 192 lb-ft of torque at 3500 rpm. And the engine has further been improved with the introduction of the 6-speed manual and 5-speed auto-manual transmission facility. And thanks to the exquisite transmission facility, the Mercedes Benz C230 Kompressor Sports Sedan delivers awesome mileage - 21-23 mpg in the city and a whopping 31-32 mpg on the highways. Also to watch out for is its blistering acceleration and blazing top speed.

The Mercedes Benz C230 Kompressor Sports Sedan hits the 60 mph mark in just 7.5 seconds. Not only that the car enjoys top speed of 130 mph. The Mercedes Benz C230 Kompressor Sports Sedan is phenomenal in offering you better-quality driving facility, as the sports sedan is equipped with Independent MacPherson strut and independent five-link. These are the two most state-of-the-art suspensions at the moment.

But the factors that have made all the difference are its magnificent handling, quiet engine and outstanding brakes. So, there is no denying of the fact that the Mercedes Benz C230 Kompressor Sports Sedan has it in itself to offer agile driving experience. With headlamps, renovated bumper and superb radiator grille, the Mercedes Benz C230 Kompressor Sports Sedan is not in a mood to wait for things to happed, instead, the car is willing to make things happen. Also, have a look at its fabulous interior. Thanks to automatic climate control system and sophisticated cockpit design, the Mercedes Benz C230 Kompressor Sports Sedan are all set to be the trend-setter in the sports sedan segment

Fiat Punto : From the Beginning....

noreply@blogger.com (Unknown) — Thu, 06 Aug 2009 00:27:00 +0000

Mark 1 (1993-1999)

Internally codenamed Project 176, the Punto was announced in September 1993 and launched in early 1994 as a replacement for the ageing Fiat Uno. The Fiat Punto was voted European Car of the Year for 1995. The Punto's distinctive clean-cut styling by Giorgetto Giugiaro was an instant hit (though one of the car's most recognisable features, the vertical tail/rear lights, were not part of Giugiaro's original design and were in fact added later in-house at Fiat's factory[citation needed]). Competitive pricing which undercut rivals such as the Opel/Vauxhall Corsa and Volkswagen Polo also helped the Punto become an instant success in the European marketplace.

Entry level
Entry-level in the Punto range were the 1.1 and 1.2 L petrol engines and the 1.7 diesel engine. The 1.2 engine's actual capacity is 1.242 litres, available in 3 versions. The first, was fitted in the Punto ELX 75 and produced 75 hp (56 kW) at 6000 rpm while the second, fitted to Punto ELX 85 produced 86 hp (64 kW) at 6000 rpm. The third was a 60 hp (45 kW) engine which eventually replaced the 1.1 54 hp engine.

Sporting versions
A 1.6 Sporting was also available producing 88 bhp (replaced in 1997 by the more economic 16 valve 1.2 unit), but the best performing version was the 136 PS (134 hp/100 kW) 1.4 GT using an evolution of the turbocharged 128 SOHC engine originally found in the Fiat Uno Turbo Mk II- capable of running over 200 km/h (124 mph) and reaching 100 km/h (62 mph) in just 7.9 seconds. This car was also fitted with a 5-speed manual gearbox, with different gear ratios than the ELX series. During the years the GT was made in three different "series" with power 136 PS (134 hp/100 kW) (1993-1995),133 PS (131 hp/98 kW) (1995-1997) and 130 PS (128 hp/96 kW) (1997-1999).

Convertible
A cabriolet (convertible) version was also available; built by Bertone (rather than at the main Fiat factory), it featured an electric powered fully-retracting roof and was one of the cheapest open-top cars in the world at the time. Available in both ELX and SX trim, initially powered by the 90Bhp 1.6 Mpi unit (replaced in 1997 by the 86Bhp 1.2 16v FIRE unit). 55,000 cars were built between 1994-2000

Other versions
Particular versions of the Mark I Punto were the Punto 6Speed, a 1.1 FIRE Punto 55 with a 6-speed gearbox, the Punto Selecta with a CVT-type automatic gearbox, and the Punto ED (Economical Drive), a 1.1 Punto whose 5-speed gearbox was designed for high fuel efficiency.

Mark 2 (1999-2003)

The second generation Nuova (New) Punto, codenamed Project 188, was launched in 1999. The styling was all-new while retaining the original Punto's distinctive shape and design, while the chassis and interior were completely overhauled. The new Punto also became the first Fiat in decades to carry the original round Fiat badge, to celebrate Fiat's centenary.

Entry level

The 1.1 and 1.4 turbo engines were discontinued due to emissions issues, and the entry-level models had only a 1.2 petrol unit (with either 8 or 16 valves, giving 60 and 80 hp (60 kW) respectively) or a 1.9 diesel (with or without common-rail injection)

Sporting versions

Two sporty versions were offered. The 1.2 16 valve Sporting model with a 6-speed manual, and the hot 1.8 HGT which could reach almost 130 mph (210 km/h). The 1.2 16V model also has a CVT-equipped variant (with a sequential manual shift mode consisting of 6 gears, 7 for the Sporting model). The 1.8 HGT accelerates 0-60 in 8.0 seconds. While slower than its turbocharged 1.4 predecessor in a straight line, it was considered a big improvement in handling over the Mark 1 GT.

Power steering

The Mark two Fiat Punto has also adopted Dualdrive electric power steering and comes with two operation modes, using an electric motor, rather than a hydraulic pump driven by the engine. This results in reduced fuel consumption and less environmental impact. It has a fuel economy of 31.7 mpg-imp (8.91 L/100 km; 26.4 mpg-US) - urban and 58.4 mpg-imp (4.84 L/100 km; 48.6 mpg-US) - extra urban for the 1.7 diesel. The 1.8 petrol does 31.7 mpg-imp (8.91 L/100 km; 26.4 mpg-US) - urban and 48.7 mpg-imp (5.80 L/100 km; 40.6 mpg-US) - extra urban.

Mark 2 (Facelift) 2003-present

In early 2003, Fiat celebrated the rollout of the 5,000,000th production Punto. In the same year, the Mark 2 Facelift brought further revisions to the platform, including extensive changes to the exterior styling and engines.

The round Fiat badge, found only on the bonnet of Mark 2 models, was introduced on the tailgate of the Mark 2 Facelift. On June 1, 2005, Fiat produced the 6,000,000th Punto at the Melfi plant. This Punto is currently the fourth-best selling supermini in Europe.

Engines
Engine changes included a new 1.4 16v engine, alongside the staple 1.2 & 1.2 16v variants, and the introduction of two HGT versions, 1.9 L Multijet diesel , and 1.8 L 16v petrol engine which could reach almost 130 mph (210 km/h) continued over from the Mark 2. There was an introduction also of the 1.3 L common rail diesel MultiJet engine.

Punto Classic
Despite the launch of the slightly larger Grande Punto in 2005, the 1999 Punto is still in production, and was launched for the first time in Chile in 2007, as Punto Classic. It is to be replaced by a new B segment model.

Zastava 10
In October 2005, Serbian manufacturer Zastava reached an agreement with Fiat to make this version under licence with the model name Zastava 10.
After acquiring Zastava in autumn 2008, Fiat continued production of this vehicle under the brandname Fiat Punto Classic in March, 2009.

Mark 3 'Grande Punto' (2005-present)

The third Fiat car to be called Punto, codenamed Project 199 and marketed as Grande Punto, it was unveiled at the 2005 Frankfurt Motor Show and went on sale later on that year. Again styled by Giugiaro,the car is using the Fiat/GM SCCS platform.

Punto in motorsport
The Punto has always been popular with amateur racing drivers due to its low cost and the wide availability of spare parts. Several competition and homologated versions of the Punto have been produced, such as the Punto Rally, the S1600 and the Punto Abarth. A new rally car based on the third generation Punto, the Super 2000 Punto Abarth, was unveiled in 2005. It is four-wheel drive and powered by a 2.0 L 16 valve engine capable of producing 280 hp (210 kW).

Punto has competed in the following motorsport events;
Targa Tasmania, Showroom class, (2007) the first diesel car to compete.
Punto won several rally championships, especially:
Italian rally championship (2003 and 2006)
European rally championship (2006)
International rally challenge (2006)

Here is some more random Fiat Punto:

Mazda RX-7

noreply@blogger.com (Unknown) — Tue, 04 Aug 2009 22:45:00 +0000

The Mazda RX-7 is a sports car produced by the Japanese automaker Mazda from 1978 to 2002. The original RX-7 featured a 1146 cc twin-rotor Wankel rotary engine and a sporty front-midship, rear-wheel drive layout. The RX-7 was a direct replacement for the RX-3 (both were sold in Japan as the Savanna) and subsequently replaced all other Mazda rotary cars with the exception of the Cosmo.

The original RX-7 was a sports coupé. The compact and light-weight Wankel engine or rotary engine is situated slightly behind the front axle, a configuration marketed by Mazda as "front mid-engine". It was offered in America as a two-seat coupé, with optional "occasional" rear-seats in Japan, Australia, and other parts of the world. The "occasional" rear-seats were initially marketed as a dealer installed option for the North American markets.

The RX-7 made Car and Driver magazine's Ten Best list five times. In total, 811,634 RX-7s were produced

* Series 1 (1979–1980) is commonly referred to as the "SA22C" from the first alphanumerics of the vehicle identification number. This series of RX-7 had exposed steel bumpers and a high-mounted indentation-located license plate, called by Werner Buhrer of Road & Track magazine a "Baroque depression."

In 1980 Mazda released 3000 special models known as the LS (Leather Sport). This package added an LS badge, full leather upholstery, sunroof, and gold-colored alloys. This model was only available in three different colors Aura White (1250 made), Brilliant Black (1250 made) and Solar Gold (500 made).

* Series 2 (1981–1983) had integrated plastic-covered bumpers, wide black rubber body side moldings, wraparound taillights and updated engine control components. The GSL package provided optional 4-wheel disc brakes, front ventilated (Australian model) and clutch-type rear limited slip differential (LSD). Known as the "FB" in North America after the US Department of Transportation mandated 17 digit Vehicle Identification Number changeover. Elsewhere in the world, the 1981-1985 RX-7 retained the 'SA22C' VIN prefix. As a result, enthusiasts outside North America never picked up the "FB" nickname. The license-plate surround looks much like Buhrer's "Styling Impressions."[citation needed]

* Series 3 (1984–1985) featured an updated lower front fascia. North American models received a different instrument cluster (the NA S3 RX-7 is the only rotary-engined car to not have a centrally mounted tachometer). GSL package was continued into this series, but Mazda introduced the GSL-SE sub-model. The GSL-SE had a fuel injected 1.3 L 13B RE-EGI engine producing 135 hp (101 kW) and 135 lb·ft (183 N·m). GSL-SEs had much the same options as the GSL (clutch-type rear LSD and rear disc brakes), but the brake rotors were larger, allowing Mazda to use the more common lug nuts (versus bolts), and a new bolt pattern of 4x114.3 (4x4.5"). Also, they had upgraded suspension with stiffer springs and shocks. The external air-oil oil cooler was reintroduced, after being dropped in the 1983 model-year for the controversial "beehive" water-oil heat exchanger.

The 1984 RX-7 G has an estimated 29 highway miles per gallon (8.11 litres per 100 km) /19 estimated city miles per gallon (12.37 l/100 km). According to Mazda, its rotary engine, licensed by NSU-Wankel allowed the RX-7 G to accelerate from 0 to 50 (80 km/h) in 6.3 seconds. Kelley Blue Book, in its January-February 1984 issue, noted that a 1981 RX-7 G retained 93.4% of its original sticker price.

The handling and acceleration of the car were noted to be of a high caliber for its day. This generation RX-7 had "live axle" 4-link rear suspension with Watt's linkage, a 50/50 weight ratio, and weighed under 2600 lb (1180 kg). It was the lightest generation of RX-7 ever produced. 12A-powered models accelerated from 0–60 mph in 9.2 s, and turned 0.779g (7.64 m/s²) laterally on a skidpad. The 12A engine produced 100 hp (75 kW) at 6000 rpm, allowing the car to reach speeds of over 120 miles per hour (190 km/h). Because of the smoothness inherent in the Wankel rotary engine, little vibration or harshness was experienced at high rpm, so a buzzer was fitted to the tachometer to warn the driver when the 7000 rpm redline was approaching[citation needed].

The 12A engine has a long thin shaped combustion chamber, there is a large surface area in relation to its volume. So combustion is cool, giving few oxides of nitrogen. However, the combustion is also incomplete, so there are large amounts of partly burned hydrocarbons and carbon monoxide. The exhaust is hot enough for combustion of these to continue into the exhaust. An engine driven pump supplies air into the exhaust to complete the burn of these chemicals. This is done in the "thermal reactor", chamber where the exhaust manifold would normally be on a conventional engine. Under certain conditions the pump injects air into the thermal reactor and at other times air is pumped through injectors into the exhaust ports. This fresh air is needed for more efficient and cleaner burning of the air/fuel mixture.[2]

Options and models varied from country to country. The gauge layout and interior styling in the Series 3 was only changed for North American versions. Additionally, North America was the only market to have offered the first generation RX-7 with the fuel injected 13B, model GSL-SE. A turbocharged (but non-intercooled) 12A engine was available for the top-end model of Series 3 in Japan.

Sales were strong, with a total of 474,565 first generation cars produced; 377,878 were sold in the United States alone. In 2004, Sports Car International named this car #7 on its list of Top Sports Cars of the 1970s. In 1983, the RX-7 would appear on Car and Driver magazine's Ten Best list for the first time

* Series 4 (1986–1988) was available with a naturally aspirated, fuel-injected 13B-VDEI producing 146 hp (108 kW). An optional turbocharged model, known as the Turbo II in the American market, had 189 hp (135 kW).

* Series 5 (1989–1992) featured updated styling and better engine management, as well as lighter rotors and a higher compression ratio, 9.7:1 for the naturally aspirated model, and 9.0:1 for the turbo model. The naturally aspirated Series 5 FC made 160 hp (119 kW), while the Series 5 Turbo made 200 hp (147 kW).

The second generation RX-7 ("FC", VIN begins JM1FC3 or JMZFC1), still known as the "Savanna RX-7" in Japan, featured a complete restyling reminiscent of the Porsche 944 or Porsche 924 . Mazda's stylists, lead by Chief Project Engineer Akio Uchiyama, focused on the Porsche 944 for their inspiration in designing the FC because the new car was being styled primarily for the American market, where the majority of first generation RX-7's had been sold. This strategy was chosen after Uchiyama and others on the design team spent time in the United States studying owners of earlier RX-7's and other sports cars popular in the American market. The Porsche 944 was selling particularly well at the time and provided clues as to what sports-car enthusiasts might find compelling in future RX-7 styling and equipment. While the SA22/FB was a purer sports car, the FC tended toward the softer sport-tourer trends of its day. Handling was much improved, with less of the oversteer tendencies of the FB. Steering was more precise, with rack and pinion steering replacing the old recirculating ball steering of the FB. Disc brakes also became standard, with some models (S4: GXL, GTU, Turbo II, Convertible; S5: GXL, GTUs, Turbo, Convertible) offering four-piston front brakes. The rear seats were optional in some models of the FC RX-7, but are not commonly found in the American Market. Mazda also introduced Dynamic Tracking Suspension System (DTSS) in the 2nd generation RX-7. The revised independent rear suspension incorporated special toe control hubs which were capable of introducing a limited degree of passive rear steering under cornering loads. Mazda also introduced Auto Adjusting Suspension (AAS) in the 2nd generation RX-7. The system changed damping characteristics according to the road and driving conditions. The system compensated for camber changes and provided anti-dive and anti-squat effects.

Though about 80 lb (36 kg) heavier and more isolated than its predecessor, the FC continued to win accolades from the press. The FC RX-7 was Motor Trend's Import Car of the Year for 1986, and the Turbo II was on Car and Driver magazine's Ten Best list for a second time in 1987.

In the Japanese market, only the turbo engine was available; the naturally-aspirated version was allowed only as an export. This can be attributed to insurance companies penalizing turbo cars (thus restricting potential sales). This emphasis on containing horsepower and placating insurance companies to make RX-7's more affordable seems ironic in retrospect. Shortly after the discontinuance of the second generation RX-7's in 1991, an outright horsepower "arms race" broke out between sports car manufacturers, with higher and higher levels of power required to meet buyer demands. This rising horsepower phenomena arose from the US CAFE standards remaining stable while engine technologies marched forward rapidly.

Mazda sold 86,000 RX7's in the US alone in 1986, its first model year, with sales peaking in 1988.

Australian Motors Mazda released a limited run of 250 'Sports' model Series 4 RX-7's; each with no power steering, power windows or rear wiper as an attempt to reduce the weight of the car. In Japan, there was a special limited release of the FC called, Infini with only 600 made for each year. Some special noted features for all Infini series are: white infinity logo on the back, upgraded suspension, upgraded ECU, horsepower of 215, (although many dyno sheets prove it to be 225-230) lightened weight, BBS aluminum alloy wheels, Aero bumper kits, bronze colored window glass, floor bar on the passenger side, aluminum bonnet with scoop, and storage boxes. The car was thought as the pinnacle of the Rx-7 series, (until the FD came out) and came in the color dark green or brilliant black only. There are differing years for the Infini, which noted the series. There is not much information about the Series I or what year it was made. Series II was introduced in 1988, Series III was introduced in 1990, and Series IV was introduced in 1991. There are only minor differences between the series, the biggest change which was from the Series II being an S4 (1986-1988) and the Series III and IV being an S5 (1989-1991).

The third and final generation of the RX-7, FD (with FD3S for the JDM and JM1FD for the USA VIN), was an outright, no-compromise sports car by Japanese standards. It featured an aerodynamic, futuristic-looking body design (a testament to its near 11-year lifespan). The 13B-REW was the first-ever mass-produced sequential twin-turbocharger system to export from Japan, boosting power to 255 PS (188 kW; 252 hp) in 1993 and finally 280 PS (206 kW; 276 hp) by the time production ended in Japan in 2002.

* Series 6 (1992–1995) was exported throughout the world and had the highest sales. In Japan, Mazda sold the RX-7 through its Efini brand as the Efini RX-7. Models in Japan included the Type R, the top-of-the-range Type RZ, the Type RB, the A-spec and the Touring X, which only came with a 4-speed automatic reducing power to 255 PS (188 kW; 252 hp), but the others ran on the standard 265 PS (195 kW; 261 hp) engine with a 5-speed manual gearbox. Only the 1993–1995 model years were sold in the U.S. and Canada. Series 6 came with 255 PS (188 kW; 252 hp) and 294 N·m (217 ft·lbf). In the UK only 124 examples of this model were sold through the official Mazda network, Only one spec. was available and this included twin oil-coolers, electric sunroof, cruise control and the rear storage bins in place of the back seats.
* Series 7 (1996–1998) included minor changes to the car. Updates included a simplified vacuum routing manifold and a 16-bit ECU allowing for increased boost which netted an extra 10 PS (7 kW). In Japan, the Series 7 RX-7 was marketed under the Mazda brand name. The Series 7 was also sold in Australia, New Zealand and the UK. Series 7 RX-7s were produced only in right-hand-drive configuration.
* Series 8 (January 1999– August 2002) was the final series, and was only available in the Japanese market. More efficient turbochargers were installed, while improved intercooling and radiator cooling was made possible by a revised frontal area. The seats, steering wheel, and front and rear lights were all changed. The rear spoiler was modified and gained adjustability. The top-of-the-line "Type RS" came equipped with a Bilstein suspension and 17" wheels as standard equipment, and reduced weight to 1280 kg (2822 lb). Power was 280 PS (206 kW; 276 hp), with 313.8 N·m (231 ft·lbf) of torque as per the maximum Japanese limit. The very limited edition Type RZ version included all the features of the Type RS, but at a lighter weight (at 1270 kg). It also featured custom gun-metal colored BBS wheels and a custom red racing themed interior. Further upgrades included a new 16-bit ECU and ABS system upgrades. The improved ABS system worked by braking differently on each wheel, allowing the car better turning during braking. The effective result made for safer driving for the average buyer. Easily the most collectible of all the RX-7s was the last 1,500 run-out specials. Dubbed the "Spirit R", they combined all the "extra" features Mazda had used on previous limited-run specials. They still command amazing prices on the Japanese used car scene years later. Sticker prices when new were 3,998,000 yen for Type-A and B and 3,398,000 yen for Type-C.

- There are three kinds of "Spirit R": the "Type A", "Type B", and "Type C". The "Type A" has a 5-speed manual transmission, and is said to have the best performance of the three models. The "Type B" has a 2+2 seat configuration and also sports a 5-speed manual transmission. The "Type C" is also a 2+2, but has a 4-speed automatic transmission. Clarification of the build number breakdown for each type is sought as Mazda hasn't publicly published the production figures.

There is also a "Touring Model" which includes a sun roof, and Bose stereo system. Compared to the R1 and R2 which both don't have a moon roof, and they have an extra front oil cooler in the front bumper, and other race modification equipment

The FD RX-7 was Motor Trend's Import\Domestic Car of the Year. When Playboy magazine first reviewed the FD RX-7 in 1993, they tested it in the same issue as the [then] new Dodge Viper. In that issue, Playboy declared the RX-7 to be the better of the two cars. It went on to win Playboy's Car of the Year for 1993. The FD RX-7 also made Car and Driver magazine's Ten Best list for 1993 through 1995, for every year in which it was sold state-side. June, 2007 Road&Track magazine proclaimed "The ace in Mazda's sleeve is the RX-7, a car once touted as the purest, most exhilarating sports car in the world.

The sequential twin turbocharged system was a very complex piece of engineering, developed with the aid of Hitachi and previously used on the domestic Cosmo series (JC Cosmo=90–95). The system was composed of two small turbochargers, one to provide torque at low RPM. The 2nd unit was on standby until the upper half of the rpm range during full throttle acceleration. The first turbocharger provided 10 psi (0.7 bar) of boost from 1800 rpm, and the 2nd turbocharger was activated at 4000 rpm and also provided 10 psi. The changeover process, between 3500 rpm and 4000 rpm, provided 8 psi (0.6 bar), was incredibly smooth, and provided linear acceleration and a very wide torque curve throughout the entire rev range.

Handling in the FD was regarded as world-class, and it is still regarded as being one of the finest handling and best balanced cars of all time. The continued use of the front-midship engine and drivetrain layout, combined with an 50:50 front-rear weight distribution ratio and low center of gravity made the FD a very competent car at the limits.

In North America, three models were offered; the "base", the touring, and the R models. The touring FD had a sunroof, leather seats, and a complex Bose Acoustic Wave system. The R (R1 in 1993 and R2 in 1994–95) models featured stiffer suspensions, an aerodynamics package, suede seats, and Z-rated tires.

Australia had a special high performance version of the RX-7 in 1995, dubbed the RX-7 SP. This model was developed as a homologated road-going version of the factory race cars used in the 12hr endurance races held at Bathurst, New South Wales, beginning in 1991 for the 1995 event held at Eastern Creek, Sydney, New South Wales. An initial run of 25 were made, and later an extra 10 were built by Mazda due to demand. The RX-7 SP produced 204 kW (274 hp) and 357 N·m (263 ft·lbf) of torque, compared to the 176 kW (236 hp) and 294 N·m (217 ft·lbf) of the standard version. Other changes included a race developed carbon fibre nose cone and rear spoiler, a carbon fibre 120 L fuel tank (as opposed to the 76 L tank in the standard car), a 4.3:1-ratio rear differential, 17 in diameter wheels, larger brake rotors and calipers. An improved intercooler, exhaust, and modified ECU were also included. Weight was reduced significantly with the aid of further carbon fibre usage including lightweight vented bonnet and Recaro seats to reduce weight to just 1218 kg (from 1310 kg). It was a serious road going race car that matched their rival Porsche 911 RS CS for the final year Mazda officially entered. The formula paid off when the RX-7 SP won the title, giving Mazda the winning 12hr trophy for a fourth straight year. A later special version, the Bathurst R, was released in 2001 to commemorate this, in Japan only.

In the United Kingdom, for 1992, customers were offered only one version of the FD which was based on a combination of the US touring and base model. For the following year, in a bid to speed up sales, Mazda reduced the price of the RX-7 to £25,000, down from £32,000 and refunded the difference to those who bought the car before that was announced. The FD continued to be imported to the UK till 1995. In 1998, for a car that had suffered from slow sales when it was officially sold, with as surge of interest following its appearances in videogames, notably Gran Turismo and the benefit of a newly introduced SVA scheme, which meant an influx of inexpensive Japanese imported cars, the FD would become so popular that there were more parallel and grey imported models brought into the country than Mazda UK had ever imported.

noreply@blogger.com (Unknown) — Mon, 03 Aug 2009 19:49:00 +0000

The Nissan 350Z is a two seat sports car that was manufactured by Nissan Motor Co, LTD. The 350Z is the fifth generation of Nissan's Z-car line, originally introduced in 1969 (as a 1970 model year) as the Datsun 240Z. The 350Z entered production in late 2002 and was sold and marketed as a 2003 model. It was available in several trim packages and is sold as both a coupé and roadster before being succeeded by the 370Z for the 2009 model year

After the Nissan 300ZX was withdrawn from the U.S. market in 1996, Nissan initially tried to keep the Z name alive by re-creating the 240Z the following year. The car was conceived by Nissan's North American design team in their free time, and the concept was introduced in a four state Road Show in July 1998 to various car media, dealers and employees. Yutaka Katayama, regarded as the "Father of the Z" unveiled the Z concept sketch to the public when he received a motor industry award. The design, representing a modern vision of the 240Z, did not please the original 240Z designer Yoshihiko Matsuo, who compared it to the Bluebird and Leopard.[2][3]
The first concept model was produced for the Detroit Motor Show for the following January then later at the Los Angeles Auto Expo. Nissan was unhappy with the first design as they felt the original 200 bhp (149 kW; 203 PS) 2.4 L engine known as the KA24DE that was going to be assigned made the car feel underpowered, they also felt the car was considered too "retro" or too "backward" resembling a futuristic 240Z; thus, a redesign was commissioned. During a press conference in February 2000, president Carlos Ghosn announced plans to produce the car as he felt the new model would help to assist the company's recovery.[2]
A redesigned model, the Z Concept, was unveiled at the Detroit Motor Show two years later, which was similar in body shape but with a new front end. The car then underwent a minor redesign and was eventually assigned the VQ35DE engine, hence becoming known as the 350Z. The car would break its tradition of being of the first Z not to be produced at the Shatai plant

The 350Z is a front-mid engine rear-wheel-drive two door,two seat, sports car designed by Ajay Panchal of Nissan Design America(San Diego, California).[4]
The vehicle features the long-hood short-deck design common to the Z-Car family. Currently, external design highlights include: sloping fastback style roof line, unique brushed aluminium door handles, high waistline, and bulging fenders that are pushed out to the corners of the vehicle.
Interior cabin design is straight forward with brushed aluminium accents. The main gauge pod is mounted directly to the steering column allowing their movement to coincide with steering wheel adjustments. Additional gauges are mounted in a center triple gauge cluster. The 350Z’s interior does not have a conventional glove box, instead it makes use of various storage compartments located either behind or between the 2 seats.

Released on August 20, 2002, the 350Z coupé was available in the U.S. in 5 trim packages: '350Z' (Base), 'Enthusiast', 'Performance', 'Touring', and 'Track' editions. In Europe only the 'Track' trim was available, although it was badged and marketed as '350Z'.

Nissan 350Z roadster
In 2004 Nissan introduced the 350Z Roadster featuring an electrically retractable soft-top roof. In the U.S. market the car was available in just 2 trim packages (Enthusiast and Touring), while in Europe, the same versions as the coupé were offered. Nissan added the Grand Touring (GT) trim to the Roadster trim packages for 2005
In 2005 Nissan launched a 35th Anniversary edition, with a revised exterior and interior (see Special Editions below). 35th Anniversary 6-speed manual models and Track models were a mid-year introduction, and included the 300HP/260TQ Rev-up engine. Automatic transmission-equipped 35th Anniversary edition models continued with the original VQ35DE with 287HP/274TQ.
For the 2006 model year, the 350Z received a number of notable changes for its mid-cycle facelift. The 300HP/260TQ Rev-up engine that was introduced mid-year 2005 with 6-speed manual was offered for every trim now. Purchasing a 5-speed automatic meant you still got the VQ35DE with 287HP/274TQ. The headlights now sported larger bi-xenon projectors, the front bumper had been revised, the rear taillights now use LEDs, and interior changes brought differences to the center console, among other small things. Touring and Grand Touring models have radio-steering controls standard, MP3 CD compatibility, and Satellite Radio became an available option. The 5AT transmission also received an update, which made it rev-match for every downshift.
For the 2007 model year, the 350Z was again moderately revised. The VQ35DE V6 was replaced with a new, but still 3.5 L VQ35HR V6. It produced 306 hp (228 kW) at 6800 rpm with 268 ft·lbf (363 N·m) at 4800 rpm. The hood was revised featuring a bulge reminiscent of the original 240Z. In the US, trims levels were narrowed down to 350Z (base), Enthusiast, Touring, and Grand Touring, while in Europe the same trim levels remained.

Type E (2004)
A limited run (only 5 units) called the Type E was produced in Japan in order to meet homologation requirements to compete in the Super GT series. The Type-E featured a longer nose and rear overhang as well as a few extra aerodynamic aids.
Engine is rated at 206 kW (280 PS) @ 6200 rpm, 363 N·m (37.0 kgf·m) @ 4800 rpm
[edit]Gran Turismo 4 Limited Edition
Set for limited release Spring 2005 only in Europe, Nissan 350Z Gran Turismo 4 Limited Edition will feature the Nissan 350Z, in Sunshine Yellow and Black body colors, as its focus. Only 700 copies of this collectors' item will be released. The unique coupé with 3.5 liter engine has now 300hp (10 hp more than original) at 6400 rpm, but the red line starts at 7000 rpm.

35th Anniversary Edition (2005)

To commemorate the 35th anniversary of the début of Datsun 240Z, Nissan released a tuned version of the 350Z coupé. The 35th Anniversary Z was débuted at the Specialty Equipment Marketing Association (SEMA) Show in Las Vegas on November 2, followed by its first public appearance at the Miami Auto Show in early November. It went on sale in January 2005.
35th Anniversary Edition includes an uprated 300 hp (220 kW) V6 engine for the 6-speed manual transmission model. Other key 35th Anniversary Z equipment (standard on both 6-speed manual and 5-speed automatic equipped versions) includes unique 18-inch (460 mm) cast aluminium-alloy wheels, front and rear spoilers, Brembo brakes and special Z badging. The car comes in a variety of unique colours including "Ultra Yellow", "Super Black" body colours. This Z's interior also was available with a two tone black and biege set configuration. Also including a Bose 7 speaker premium sound system with available navigation.

ST Type G (2006)

In 2006-01-12, Nissan announced the sale of ST Type G for Japanese market. This version features 19 inches (480 mm) rear tires (245/40R18 93W front, 265/35R19 94W rear), front & rear fender mouldings (+25mm), RAYS alloy wheels, and exclusive interior leather color.
The ST Type G cost 4,273,500 yen for 6 speed manual, and 4,326,000 yen for 6 speed automatic.

GT-S

During the 2006 Goodwood Festival of Speed, Nissan Technical Centre Europe (NTCE) unveiled the 350Z GT-S concept.[9] The GT-S featured a unique radial flow supercharger (that could be turned on or off via a switch on the dashboard), raising engine output to 382.6 bhp (285.3 kW; 387.9 PS) and 424.8 N·m (313.3 lb·ft) without modifications to the engine components. The car also featured new body kit for more cooling and downforce and wider 245 and 265/40/18 tires. No plans for production have been revealed, although there have been some hints that the package may be offered as an upgrade kit. The car has been tested favourably against its possible production rivals, the Porsche Cayman S and BMW Z4 M.
Auto Express magazine reported the GT-S would be on sale in UK for £36,000, but it has yet to be produced.

Suzuki Swift

noreply@blogger.com (Unknown) — Sat, 01 Aug 2009 17:25:00 +0000

The Suzuki Swift made its debut at the 2004 Paris Auto Salon. Designed to compete in the European B segment with the Peugeot 206, Opel Corsa and the Fiat Punto, it is targeted as a sporty subcompact with the company moving away from the image of a budget car.

What makes the Suzuki Swift such a popular car is its good looks and well balanced chassis setup. Its design and driving characteristics are tuned for the European market and as such, it managed to set a high standard which is unusual for a Japanese make. While the exterior looks attract the ladies, it is the driving dynamics that make many guys fall for the Swift. It is for this reason that the Swift is so well received everywhere.

Available with 1.3 (92 bhp) and 1.5 (102 bhp) liter petrol engines, the Swift is Suzuki’s global car. 3 and 5 door bodies are available and 4 wheel drive is an option with the 1.3 liter petrol engine.

The suspension system is MacPherson strut for the front and torsion beam plus coil spring for the rear. There is also Electronic Power steering (EPS) which gives better fuel economy. There in lies the proper balance of all the parts giving the Swift a drive comparable to the Mini.

The interior is decent and classy. Leg and head room is good for front passengers but can get uncomfortable for rear passengers. Due to its roof design there is less head room at the back.

The Swift has a multi information display that displays time, outside air temperature and the current fuel consumption. I find the fuel consumption calculation useful because in a driver’s car like the Suzuki Swift, keeping a light right foot would be rather difficult.

Furthermore, the transmission is programmed for spirited driving. It can down shift easily and there are complaints from some who are used to more leisurely cruising. The good news is there is less need to shift down manually when you’re overtaking.

Specifications:

Overall Length: 3,695 mm
Overall Width: 1,690 mm
Overall Height: 1,510 mm
Wheelbase: 2,390 mm
Track(Front/Rear): 1470/1480 mm

The Swift has the M15A 1.5 liter DOHC VVT engine, while the Swift Sport has high lift cams, forged pistons and strengthened valve springs.

The 1.6 liter engine produces 125 bhp (91 kW) at 6800 rpm and 148 N·m (109 ft·lbf) torque at 4800 rpm.

Only downside to the almost perfect compact car is the Suzuki Swift’s small boot size. You can practically forget trips to Ikea.

toyota caldina, 3rd generation

noreply@blogger.com (Unknown) — Sat, 01 Aug 2009 11:00:00 +0000

(2002-2007)

The all-new Caldina of September 2002 is a pure sports wagon, and does not share body panels with Allion, Premio, and Avensis. Engines for the Caldina are 1.8 L 1ZZ-FE, 2.0 L 1AZ-FSE, or 2.0 L turbo 3S-GTE. Trim levels are 1.8 X, 1.8 Z, 2.0 Z, 2.0 ZT, and 2.0 GT-Four (the later is coded ST246). There is also a MKII Model years 2005-2007 with Minor refresh was given to them. All models have automatic transmission and the GT-Four only comes in tiptronic transmission. They all also have an electronic handbrake system. With the discontinuation of Celica, the Caldina was one of sportiest Toyota models sold in Japan.

Caldina GT-Four is also widely available as reconditioned grey-import cars in Malaysia.

Production of the 3rd generation Caldina ended in 2007. That was also the end for both the 3S-GTE engine and the "GT-Four" moniker in Toyota's lineup.

Third generation

2002 Toyota Caldina GT-Four (early model)

2005 Toyota Caldina ZT (later model)

toyota caldina, 2nd generation

noreply@blogger.com (Unknown) — Sat, 01 Aug 2009 10:53:00 +0000

Sharing a platform with Toyota Allion and Toyota Premio, the Caldina is the Japanese version of Toyota Avensis wagon.

The 4WD models are coded ST215, and are offered as Active Sports GT with the 3S-GE engine. The top of the line GT-T came with the turbocharged 260 PS (256 hp/191 kW) 4th generation 3S-GTE engine, and included an all-wheel drive system similar to the Toyota Celica GT-Four.The GT-T also came with optional electronic stability control(VSC). Weighing 1470kg, the Caldina GT-T offers similar performance to a Subaru WRX wagon achieving 0–100km/h in 7 seconds. A refresh was given in 2000 with new bumpers and lamps with a refreshed interior.

Engines for lesser models are the 1.8 L 7A-FE, the 2.0 L gasoline 3S-FE, and the 2.2 L diesel 3C-TE.

Second generation 1997 Toyota Caldina 2.0G (earlier model)
Manufacturer Toyota
Also called Toyota Avensis
Production 1997–2002
Body style(s) 5-door wagon
Layout FF layout, four-wheel drive
Engine(s) 1.8 L 7A-FE I4
2.0 L 3S-FE I4
2.0 L 3S-GE I4
2.0 L 3S-GTE I4 Turbo
2.0 L 2C-T I4 Turbodiesel
2.2 L 3C-TE I4 Turbodiesel

2000 Toyota Caldina GT-T (later model)

2000 Toyota Caldina 2.0E (later model)

my first review...caldina 1st generation

noreply@blogger.com (Unknown) — Sat, 01 Aug 2009 10:42:00 +0000

1st generation (1992-1997)

First generation

Manufacturer Toyota
Also called Toyota Carina E
Toyota Corona
Production 1992–1997
Predecessor Toyota Corona
Body style(s) 5-door wagon
5-door van
Layout FF layout, four-wheel drive
Engine(s) 1.5 L 5E-FE I4
1.8 L 4S-FE I4
1.8 L 7A-FE I4
2.0 L 3S-FE I4
2.0 L 3S-GE I4
2.0 L 2C I4 diesel
2.0 L 2C-T I4 Turbodiesel
2.2 L 3C-E I4 diesel

The original Toyota Caldina was the 5-door wagon or commercial van version of the four-door sedan Toyota Corona in Japan. The wagon has independent strut rear suspension while the commercial wagon has semi-independent leaf springs.