NICE $ FANTASTIC CARS

Volkswagen 2010?

noreply@blogger.com (hairul016) — Wed, 13 Jan 2010 08:44:00 +0000

2010 Volkswagen Golf GTI Review

I’m somewhere in the Victorian Alps with about forty-kilometres of clean, windy road ahead and I’m driving the new GTI at eight-tenths with former F1 driver Hans Stuck on my tail. Make that nine-tenths.

I’m carrying an awful lot of speed into these curves, and yet even in the tighter sections, the GTI is seemingly unflappable.

I mean I’m pulling a ninety-degree lock on the steering wheel through this hairpin, with more speed than I wanted with the right pedal still buried, and the GTI is refusing to understeer.

It shouldn’t be this easy, but the laws of physics as I know it, are being ripped apart by some new technology in this car.

Meet the latest and greatest Golf GTI, the sixth generation of what has surely become an automotive icon, ever since the Mk I GTI kicked off the hot hatch segment, when it first appeared in front of tens of thousands of fans as a pace car at Nurburgring in 1975, prior to its official public debut in 1976.

This was the first time that an average people throughout the world could afford a proper performance car, and one which made the right statement on the road.

Hans Stuck said, “ Whenever a person had a chance to drive a 911, it was a real experience. And then of a sudden this experience was possible in the GTI too. Clearly on a different level, but affordable for everyone”

Golf I GTI could hit 182km/h and trump 0-100km/h in 9.0 seconds flat. Not bad going for a car, which developed only 81kW and 140Nm, driving through a four-speed manual gearbox.

From 1976 to 2009, 1.7 million GTIs left the showroom floor, making it the most successful compact performance car of all time.

There wasn’t a lot wrong with the Golf V GTI, maybe not quite as sharp as those track day enthusiasts had hoped for, but at $39,990, it was for many, the best and only choice as the perfect daily drive.

Rest assured, if you had any reservations about the Mk V (you could count them on one hand), a quick test drive in the latest edition should silence the harshest of critics.

But if you’re worried about the softer lines on the new GTI, don’t be it’ll grow on you.

No one’s going to deny that this GTI doesn’t have quite the same aggressive look as its deep grille predecessor, but its closer to the styling heritage of the original Mark I than any of the modern iterations.

Mostly it’s about the red horizontal lines inside the low profile black grille and the tartan fabric seats, both of which were distinctive on the original GTI.

Walter de Silva Head of Group Design for Volkswagen said of the new GTI, “ We wanted a consistently clear GTI design, a car that has power, but style as well.

“Also cast in stone was the goal of evoking the character of the first GTI a bit more…and that is why it was decided that – with the exception of the aerodynamically important rear spoiler – the new GTI would not have a single exterior add-on.”

Volkswagen Australia brought the full range of the GTI VIs to this launch, and despite the fact that I would normally lean towards either of the three-door models with DSG or the six-speed manual, I’ve ended up in the more practical five-door hatch variants on both drive stints.

If you want a definition of ergonomic, just plant yourself in the stock standard GTI sports seats, for one of the most comfortable pews in the business.

With a welcome overdose of side bolster, ripping through this kind of twisty alpine terrain is a joy, as your frame may as well be velcro’d to the “Jacky” pattern seats.

The fully-moulded, slightly flat-bottomed leather steering wheel is a treat and a half, with red cross-stitching and superb grip and feel. It’s also decidedly similar to that in the Audi RS4.

I’ve grabbed a DSG (Direct Shift Gearbox) fitted GTI and within minutes we’re quick-shifting via the steering wheel mounted, paddle shifters. I say quick, that’s 80 milliseconds from one gear to another, which is multiple times faster than any human being could ever hope to achieve using a manual transmission.

Bugatti Veyron 16.4 Grand Sport Review

noreply@blogger.com (hairul016) — Tue, 12 Jan 2010 04:54:00 +0000

Bugatti have managed to create an incredibly powerful car and the means with which to harness that power.

Model Tested:

2010 Bugatti Veyron 16.4 Grand Sport; 8.0-litre, 16-cylinder, petrol; seven-speed DSG; coupe – USD$2,000,000

Fair warning: This could well be the lamest review of a supercar in the history of supercar reviews. Of course, I know all about the test the blokes at CarAdvice Australia conducted of the original Bugatti Veyron last year. I marveled at the tales of driving over 300 km/h along the back roads near Molsheim, France—roads with a posted speed limit of just one-fifth that figure.

This particular review will be vastly different. Reason being, I had just one hour with the new Grand Sport—and that one hour was during rush hour. To make matters worse, we were experiencing an absurdly early blast of winter—no snow, but not far from it—so I had to drive the Veyron with the soft-top in place, removing me further from the visceral pleasure of hearing the 8.0-litre, 16-cylinder, 1001-horsepower engine bellowing just over my right shoulder.

The situation was this: I received a note that the supercar would be making a whirlwind tour of Toronto, Canada—one day only, no second chances, no option to book a more preferred drive time. For a moment, I actually toyed with the idea of turning down the chance to experience the Grand Sport.

Now, keep in mind that this is a ridiculously exclusive car set to be offered in very limited numbers—150 examples for the entire world, to be exact. The soft-top Veyron also happens to be significantly more expensive than the hard-top—to the tune of some $280,000 (US) more for a grand (no pun intended) total of some $2 million (US).

On the other side of the ledger was the incredible frustration I was certain to feel from driving a car that’s capable of going 400 km/h at about one-fifth that figure. You see, the Bugatti test drive would start and finish in one of the busiest areas of the city, an area that rivaled Los Angeles for traffic congestion at the end of the workday.

Arrrggghhh. I buckled like a belt and accepted the offer.

The drive started off with a briefing session courtesy of race driver Butch Leitzinger. A three-time winner of the Rolex 24 at Daytona and Le Mans racer with Bugatti corporate cousin Bentley from 2001-02, Leitzinger is just the kind of steady hand needed to showcase a radical supercar like the Grand Sport.

As he guided the car around the block, I gathered first impressions from the passenger seat. The interior was a spectacular mix of metal and leather, but I was most struck by how few switches and controls were on display. Many cars, particularly those in the entry-level luxury category, attempt to dazzle with technology overkill. Not so with the Veyron; the gleaming metal centre console houses an analog clock, air vents, hazard switch, start button, seat heaters, launch control, gearshift, a few buttons to cue the audio system and a few others to turn on the climate control. That’s it—simple yet stunning.

The cockpit continues the theme: a fantastic three-spoke steering wheel with paddle shifters, no buttons to operate cell phones, CDs, cruise control or the like. Beyond the wheel, there are three simple analog gauges: a large tachometer, a small horsepower output indicator to the left and a small speedometer to the right. C’est tout.

After showing me the basic controls, I took over the reins and immediately sent the Veyron Grand Sport blasting past the 300-km/h mark. Sorry, scratch that—this was the part of the test drive that took place in my mind. In reality, I eased the Bugatti into the middle of the expected traffic jam and struggled a bit in getting accustomed to its significant width.

I also marveled at the fact that this $2 million car doesn’t have a power-operated roof, steering wheel or seats—now that’s ballsy! The Grand Sport comes with a polycarbonate transparent hardtop and a durable cloth soft-top that’s held in place with an umbrella-like frame—again, everything requires manual labour to put into place.

In order to compensate for the loss of a fixed roof, the Grand Sport has been strengthened through the use of carbon fibre supports around the side skirts, B-pillars and transmission tunnel. These measures have made the Veyron less susceptible to torsional flexing than any other roadster on the market, according to the manufacturer.

For the true speed demons out there, it’s worth noting that the top speed of the Bugatti is listed at 407 km/h, but with no roof in place, this drops to 360 km/h and with the soft-top installed, rippling begins somewhere around 160 km/h. (Too low, wouldn’t you agree?)

As you may have gathered by this point, I’m not about to go on and on about how I pushed this extreme supercar to its limits, terrorized the general public and fueled a high-speed police chase throughout the greater Toronto area. I can’t even bear testament as to whether the real-world performance of the Veyron lives up to the specification sheet.

Here’s what I did accomplish while ducking in and around the city traffic: From a standing start, I managed to make the horsepower needle go past 350, cause the traction control lights to flicker on the instrument panel and take the GS up to 135 km/h from a standing start on a 60 km/h road. Victory!

During this brief blast of power, here’s what occurred to me: The Veyron is certainly the fastest road car I’ve ever driven. I’m not sure if it’s quicker than the late-1990s Arrows F1 car I drove a few years back—but if not it’s definitely an extremely close second. I’m almost certain that the carbon fibre brakes on the F1 were more powerful than the carbon/ceramic numbers on the Bugatti, but again, it’s a close call.

What’s most impressive about the Veyron Grand Sport is that I’m attempting to compare its performance to that of a purpose-built race car. Or perhaps it’s the fact that Bugatti have managed to create an incredibly powerful car and the means with which to harness that power.

Armed with permanent all-wheel drive, acceleration isn’t so much a matter of damage control (as it is with other high-output cars), it’s simply a case of keeping the front wheels pointed straight and then hanging on for dear life.

The seven-speed DSG transmission is similarly impressive. I can’t say for sure whether the Bugatti shifts more quickly than other dual-clutch transmissions on the market—I’m still awestruck by the Ferrari California—but this car is so fast, the limiting factor will be how quickly the driver can take the next gear and not how quickly the gearbox reacts.

It’s also a significant accomplishment to build a transmission capable of handling all that torque; Audi had similar challenges with their R10 TDI Le Mans racecar and their solution was a beefed-up five-speed manual gearbox, a decidedly low-tech solution compared to the Veyron’s DSG.

In the final analysis, my brief and low-speed test of the 2010 Bugatti Veyron 16.4 Grand Sport was, indeed, a fairly frustrating experience. I longed for the autobahn or a racetrack with at least one long straightaway, but neither was within shouting distance. But I like to consider myself a glass-half-full kind of guy, so I’m going to file the Veyron experience in the positive column.

2010 Kia Sorento First Steer Review

noreply@blogger.com (hairul016) — Mon, 11 Jan 2010 05:33:00 +0000

2010 Kia Sorento First Steer Review

There was a famous advertising campaign by a rental company in the United States some time ago that depicts the attitude of some large multi-nationals. The advert read “We are number 2, so we try harder”. This is a very good way to explain why sister companies Hyundai and Kia have been kicking so many goals lately. They are out to beat Toyota.

Whilst the Japanese seem to be contempt with their ideas, the Koreans are pushing as far and as fast as possible. A similar story to what happened when the Japanese first came to the market and woke up the European and American car manufacturers. Many parallels can be seen between the business plan of big Japanese companies during the 80s-90s to the Koreans today.

Kia has gone from a brand associated with little and cheap cars to producing some of the best looking cars we’ve seen all year. Starting this year with the Kia Cerato, then the Cerato Koup, the Korean company has ended its Australian invasion for 2009 with the introduction of the all-new second generation Kia Sorento.

Tokyo 2009: Toyota Prius claims Japan Car of the Year title

noreply@blogger.com (hairul016) — Tue, 27 Oct 2009 02:28:00 +0000

For the past 30 years, Japan has declared a car of the year, an award given to newly released or redesigned vehicles released from November 1st of the previous year to October 1st of the current year. More than 60 jurors composed of Japanese journalists receive an allocation of votes, and the car with the most votes comes away with the crown.

This year the Toyota Prius narrowly edged out the Honda Insight, continuing the recent trend of environmentally-friendly winners. Other notable winners included the new Volkswagen Golf, which was named the Import Car of the Year, the Mitsubishi i-MiEV, which was declared to have the Most Advanced Technology. The Nissan Fairlady Z won the category of Most Fun, and finally the Subaru Legacy took top honors for Best Value.

To celebrate the 30th anniversary of the award, the Tokyo Motor Show also organized a display of past winners, starting with the Mazda Familia 3-door Hatch Back in 1980-1981 and finishing with last year's winner, the Toyota IQ. We've included the winners from every year (some cars on display won alternate categories, like the Toyota Supra from 1993-1994).

2011 Honda CR-Z Preview

noreply@blogger.com (hairul016) — Thu, 22 Oct 2009 11:11:00 +0000

As the 2009 Tokyo Motor Show approaches, the first trickle of concept cars and show highlights are starting to be revealed, the latest being from Honda. Today, the automaker debuted the much-anticipated CR-Z Concept 2009, the second concept version of the upcoming stylish and sporty hybrid coupe.

If you don’t recall, the CR-Z Concept was first revealed back at the 2007 Tokyo Motor Show and previewed a new hybrid sports car that Honda plans to launch next year. The latest version of the concept picks up the 2009 tag and is almost certainly closer in look and feel to the production version due next year.

While the vehicle displayed at this year's Tokyo event is still a concept, the production version that will be introduced to North America for sale in the second half of 2010 will be packaged as a sporty two-seater hybrid (the concept features a rear seat). If you're wondering, Honda has confirmed that the production CR-Z will make its world debut at the 2010 Detroit Auto Show next January.
Designed as a spiritual successor to the original Honda CRX, the production version of the CR-Z is expected to be powered by a compact four-cylinder engine displacing less than 2.0-liters and matched to an electric motor. The combined output for the car should be close to 140-horsepower, with drive sent to the front wheels via a CVT.

Lotus Exige Scura: 35 unit limited edition with matte black paint goes 0-100km/h in 4.1s

noreply@blogger.com (hairul016) — Wed, 21 Oct 2009 16:50:00 +0000

A new limited edition Lotus Exige has just been announced – the new Lotus Exige Scura. Scura means ‘dark’ in Italian and the pillar of the whole ‘indulge your dark side’ theme used as the launch theme is a soft-feel matte black paint finish with contrasting high-gloss Phantom Black triple stripes that run the length of the car. A carbon fibre front splitter, oil cooler intakes, side airscoops and a rear spoiler complete the looks.

The ‘Scura’ theme continues on the inside, with vast use of carbon fiber to both complement the exterior theme as well as reduce weight. The seats and center console are also made from carbon fiber and finished in high-gloss clear lacquer. The handbrake and gearknob have a special anodized treatment which leaves the metal with an anthracite colour finish.

The engine makes 260 PS at 8,000rpm from its supercharged intercooled 1.8 liter Toyota VVTL-i engine and thanks to its light weight of 925kg it takes the car from 0 to 100km/h in a blazing 4.1 seconds. The engine is sourced from the Exige Cup 260 and makes use of the Cup’s lightweight flywheel and lightweight supercharger piping. The dampers are Ohlins 2-way dampers mated to Eibach variable height springs. The wheels are matte black lgihtweight forged wheels wrapped with Yokohama A048 LTS tyres. The car also has variable slip traction control.

Ford Mustang Shelby GT500 Review

noreply@blogger.com (hairul016) — Tue, 20 Oct 2009 14:57:00 +0000

Power, Power and even more Power; incredible sound; owns the road; stands out like nothing else; it’s a Mustang!

Additionally, how many new Mustangs do you see on the road?

The original Shelby Mustang has long ago become an icon, based on the Ford Mustang, the Shelby variants went on sale from 1965 through 1970. Ford sponsored Carroll Hall Shelby’s company to build the Shelbys to compete with the Corvettes of the day. It’s been said that the original cars were sold at a loss simply for the sake of competition and branding. In 2007 Ford decided to revive the Shelby name badge for its fifth-generation Mustang.

For a car which is supposed to cost about the same as an XR8 Falcon, it makes perfect sense. It’s brilliant piece of machinery for the $50k mark, however when you realise you’re going to spend nearly three times that amount, you have to start adding the numbers up.

2009 Mini Cooper

noreply@blogger.com (hairul016) — Mon, 05 Oct 2009 01:58:00 +0000

2009 Mini Cooper

In Portugal and Greece, the Mini One was powered by a 1.4 litre I4 version of the Tritec engine but all other petrol powered Minis used the 1.6 litre I4 version. Since 2004, a soft-top convertible option has been available across the entire range. There are numerous styling and badging differences between the models, perhaps the most obvious being that the Cooper S has a distinctive scoop cut into the bonnet. The The Cooper S also has twin exhausts which exit under the centre of the rear valance. The (non-S) Cooper has more chrome parts than the Mini One and has a single exhaust. The Mini One D has no visible exhaust pipes at all.

The names Cooper and Cooper S echo the names used for the sportier version of the classic Mini which in turn come from the involvement of John Cooper and the Cooper Car Company. The Cooper heritage is further emphasised with the John Cooper Works (JCW) range of tuning options that are available with the Mini. John Cooper also created a one-off racing model of the Mini Cooper S named the Mini Cooper S Works. This car features many extras which help to improve performance, such as a racing exhaust and air filter as well as uprated suspension. The car also has one-of-a-kind 17-inch (430 mm) racing wheels.

2009 MAZDA MAZDA3 REVIEW

noreply@blogger.com (hairul016) — Mon, 05 Oct 2009 01:50:00 +0000

09 Mazda MAZDA3 Price: MSRP Price Range:

$14,690 - $20,895

2009 Mazda MAZDA3

The 2009 Mazda Mazda3 continues with secondary changes after receiving mid-year updates during 2008 that included accepted 17-inch impureness wheels and atmosphere lights for the i Touring Value; accepted noesis driver’s centre for the s Grand Touring; and quaternary newborn outdoor colors: Metropolitan Gray, Stormy Blue, Copper Red and Golden Sand. 2009 Mazda MAZDA3 i Sport receives accepted ABS, face lateral airbags and lateral nous mantle airbags.

2009 Mazda MAZDA3 Overview:

The Mazda3’s accepted 2.0-liter, four-cylinder engine is relatively hurried and sparing with fuel; the 2.3-liter is brawny and refined. Handling is fine and sporty. Interior calibre is rattling good. The turbocharged Mazdaspeed edition is rattling quick.

2009 Mazda MAZDA3

The 2009 Mazda MAZDA3 is a payment auto car, elating to intend and countenance at, and armored with unheralded wealth features, every at a commonsensible price.

2009 Mazda MAZDA3 Pros:

Sporty performance
Attractive exterior
Fuel economy
Interior quality

2009 Mazda MAZDA3 Cons

No rear-seat prize holders
Excessive agency noise
Stiff ride

The 2009 Mazda MAZDA3 comes exclusive in the auto embody style, and this primary help includes whatever unequalled features, much as wider face fenders, assorted face and side fascias, and a mollycoddler bespoken to the hatch. Unlike whatever another works blistering rods, the 2009 Mazda MAZDA3 doesn’t shriek “I’m fast, provide me a ticket.” The countenance is cautiously aggressive. The 2009 Mazda MAZDA3 edition is clipped in leather, has face way that are more hard bolstered, and sports bits of metal detailing throughout to hands the car’s awesome performance.

The Bottom Line:

The 2009 Mazda 3 is practical, affordable, and substantially built, with a sporty, fun-to-drive character.

2009 Mazda MAZDA3

2010 Honda CR-V: U.S. Model Receives Mild Styling Tweaks and More Powerful Engine

noreply@blogger.com (hairul016) — Mon, 05 Oct 2009 01:46:00 +0000

Time's up for Honda to introduce the U.S. spec version of its gently refreshed 2010 CR -V that gains mild refinements and upgrades to the exterior and interior as well as a more powerful engine under the hood. On the outside, the CR-V features a mildly reworked fascia with a new grille and bumper design, a re-sculpted hood, and a restyled rear bumper shape plus new alloy wheel designs.

Upgrades to the interior focus on new features and added functionality with the Bluetooth HandsFreeLink now included on models equipped with the available Honda Satellite-Linked Navigation System while auto on/off headlights are now standard on the EX-L grade and finally, the front seats have wider center armrests on all models.

Changes under the bonnet of the 2010 model year CR-V, however, are more important as upgrades to the 2.4-liter 4-cylinder engine that is linked to a an electronically controlled 5-speed automatic transmission, result in an improved output of 180HP, up from 166 horsepower of the outgoing 2009MY CR-V.

Despite the power boost, Honda claims that city/highway EPA-estimated fuel economy ratings have been improved to 21/28 mpg on 2WD models and 21/27 mpg on models equipped with 4WD, an increase of 1 mpg in both city and highway driving on all models.

The 2010 CR-V is on sale now at Honda's U.S. dealerships with prices ranging from $22,545 for the entry-level LX 2WD to $30,455 for the top-grade EX-L 4WD with Navi (see photo above for detailed pricing).

2010 Honda CR-V Facelift: First Official Photos, Unveiling on Sep. 17

noreply@blogger.com (hairul016) — Mon, 05 Oct 2009 01:42:00 +0000

Turns out that the scoop photo of the refreshed 2010 Honda CR-V that we showed you back in May was the real-deal as this official shot of the facelift model that was published on Honda's Japanese website confirms. According to Honda, the updated CR-V will be revealed on September 17, which also happens to be the first day of the Frankfurt Motor Show - though, we don't know if Honda will actually unveil the SUV in Germany.

It will take a trained eye to notice the extremely subtle cosmetic changes on the 2010 CR-V - at least in what concerns the front end as we don't have any other photos of the model. These include the larger upper grille that now features less chrome trim, the modified lower grille and the reshaped bumper with the new lower part and smaller fog light housings.

We're not aware of any other styling changes or mechanical upgrades, but we gather that Honda will release full details of the European and North American 2010 CR-V along with the JDM model.

Toyota ‘FORTUNER’ launched in India

noreply@blogger.com (hairul016) — Mon, 05 Oct 2009 01:33:00 +0000

Toyota ‘FORTUNER’ launched in India

Toyota Kirloskar Motor Pvt. Ltd. (TKM) today announced the launch of the Toyota FORTUNER, in India.

The internationally acclaimed FORTUNER, which offers an unmatched combination of power and luxury supported by cutting-edge technology, was unveiled in New Delhi today by Mr. Akira Okabe (Senior Managing Director, TMC), Mr. Vikram Kirloskar (Vice-Chairman, TKM), Mr. Hiroshi Nakagawa (MD, TKM), Mr. Kaoru Hosokawa (Chief Engineer, TMC) and Mr. Sandeep Singh (DMD, Marketing, TKM).
Available with 5 speed manual transmission, the FORTUNER not only offers unshakeable sturdiness with high ground clearance, long wheelbase, full-time 4WD and excellent drivability on all terrains, but is also loaded with comfort features like Climate Control AC, Optitron meter, Multi-information display, steering control switches, Space-up type 3rd row seats and leather interiors.

The exquisite bodyline and sporty exteriors of FORTUNER are further accentuated by attractive roof rails, rear spoiler, side steps & bonnet scoop. The spacious and comfortable interiors give FORTUNER an unparalleled edge over other SUVs in its segment.

Speaking at the launch, Mr. Akira Okabe (Senior Managing Director, TMC) said, “We are delighted to introduce Toyota FORTUNER in the Indian market. Globally, FORTUNER has already sold over 2,50,000 units in more than 60 countries since its launch in 2005. The launch of FORTUNER today is an expression of Toyota’s commitment to provide best in class quality and technology to our customers in India.”

Added Mr. Hiroshi Nakagawa (Managing Director, TKM), “We’re very proud to finally bring FORTUNER to India. The sleek yet rugged FORTUNER delivers superior performance and excellent luxury for Indian customers. We would also like to thank our customers for the extremely encouraging response to the initial announcement of this launch.”

Mr. Kaoru Hosokawa (Chief Engineer, TMC) said, “Toyota’s FORTUNER is fully loaded with advanced features and has been extensively tested to suit Indian conditions. The powerful Common Rail type 3.0 L D-4D Diesel engine with Intercooler Turbocharger delivers superior power and performance.”

Mr. Sandeep Singh (DMD, Marketing, TKM) added “The SUV market in India has witnessed extensive growth due to launches in Mid/Premium SUV segment. We expect that the launch of the FORTUNER will expand the mid-SUV market in India. The FORTUNER will be very competitively priced at Rs 18.45 lakhs ex-showroom New Delhi. We will also implement a focused marketing campaign (including TV, print, magazines, hoardings, direct marketing, internet marketing and SMS) targeted at enhancing the awareness of advanced technology features amongst our Indian customers.”