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jQuery UI on the Microsoft CDN

2010-10-26T08:18:00.000+05:30

The jQuery UI team just added jQuery UI to the Microsoft Ajax Content Delivery Network (CDN). Thanks to them, you can start using jQuery UI in your ASP.NET websites by linking to jQuery UI at the following address:

http://ajax.microsoft.com/ajax/jquery.ui/1.8.5/jquery-ui.js

You can start using the CDN now for free. No registration is required.
Using jQuery UI from the CDN can substantially improve the performance of your production ASP.NET websites. The Microsoft CDN is composed of servers distributed around the world. When users request a page from your website, the users can retrieve jQuery UI from a server located geographically close to them.
In addition, because browsers cache JavaScript files relative to a domain, serving jQuery UI from a CDN enables your website users to avoid downloading jQuery UI when visiting multiple websites. If you visit two websites that both use jQuery UI from the Microsoft CDN then the jQuery UI library only needs to be downloaded once.
Learn more about the Microsoft Ajax CDN by visiting the following website:

http://www.asp.net/ajaxlibrary/cdn.ashx

This website is being updated with the location of all of the jQuery UI library files.

Using the jQuery UI Datapicker from the Microsoft Ajax CDN

The jQuery UI Datepicker (http://jqueryui.com/demos/datepicker/) enables you to easily display a pop-up calendar. Here’s a complete code sample of using this plugin:
Listing 1 – Using the jQuery UI Datepicker

http://www.w3.org/TR/xhtml1/DTD/xhtml1-transitional.dtd">
<html xmlns="http://www.w3.org/1999/xhtml">
<head id="Head1" runat="server">
    <title>jQuery UI from Microsoft Ajax CDNtitle>
    <link type="text/css" rel="Stylesheet" href="http://ajax.microsoft.com/ajax/jquery.ui/1.8.5/themes/redmond/jquery-ui.css" />
head>
<body>
    <form id="form1" runat="server">
    <div>
     
        <input id="startDate" />
  
    div>
    form> 
    <script type="text/javascript" src="http://ajax.microsoft.com/ajax/jquery/jquery-1.4.2.js">script>
    <script type="text/javascript" src="http://ajax.microsoft.com/ajax/jquery.ui/1.8.5/jquery-ui.js">script>
    <script type="text/javascript">
        $("#startDate").datepicker();
  
    script>
body>
html>

When you open this page, and click (or tab) inside the input field, you get a popup calendar:

Notice that the page above includes the following link to a jQuery UI theme:

All of the standard jQuery UI themes are hosted on the Microsoft Ajax CDN. I am using the standard jQuery UI Redmond theme – naturally :).

Additional jQuery Plugins on the CDN

We are inviting the authors of the top jQuery plugins to add their plugins to the CDN. Pay attention to this blog over the next few months to learn about the new jQuery plugins added to the CDN.
I’m super excited about having jQuery UI on the Microsoft CDN. Having jQuery UI on the CDN will make it easier for ASP.NET developers to build ASP.NET applications that support rich and interactive user interfaces.

ITEMS TO BE INCLUDED IN THE PROJECT REPORT

2010-10-04T07:54:00.000+05:30

ITEMS TO BE INCLUDED IN THE PROJECT REPORT

AUTO SHOWS: Lamborghini Sesto Elemento Concept

2010-10-03T10:02:00.000+05:30

At the 2010 Paris Show, Lamborghini unveiled the Sesto Elemento, the conceptual forerunner to the second-generation Murcielago. Made of carbon-fiber-reinforced plastics (CFRP) virtually from bottom to top, the Sesto Elemento (for "sixth element," because carbon is number six in the periodic table) is said to weigh "under 1000 kilos" (2200 pounds)-and thus it undercuts the 1000-kg mark set by Ferrari with its own lightweight supercar concept, the 2007 Millechili, said to preview the next-generation Enzo. As for Lamborghini's striking two-seater, it uses the chassis and the running gear of the Gallardo Superleggera. It thus is more compact and less extreme than next year's Murcielago replacement, which remains faithful to the big-bore twelve-cylinder engine.

Says Stephan Winkelmann, CEO and president of Lamborghini: "At Lamborghini, we consider carbon-fiber to be the key for advanced lightweight engineering. That's why we have -- in close cooperation with Boeing and the University of Washington in Seattle -- established in Sant'Agata a carbon fiber competence center."

Like every Lamboghini since the Countach, the black beast with the featherweight body is an attention-grabber par excellence. Shaped in-house by the team under Filippo Perini, the sexiest element to come out of Sant'Agata for a long time looks like a crossbreed between a Mattel micro-racer and Darth Vader's next company car.

"Ever since the Reventon, we have honed our new form language, which is now chunky, angular, aggressive, purposeful and unmistakably Lamborghini," says Manfred Fitzgerald, the man in charge of brand & design. "Sesto Elemente is notably smaller than the Murcielago, but its stance and the proportions are totally in line with the uncompromising tonality of a contemporary mid-engine supercar. While black is the logical color for a carbon-fiber styling exercise, various contrasting red accents add an extra dash of sportiness. After all, this is not a fashion item but a proper street racer. Proving the point are the massive brake cooling ducts, the XXL air intakes and the ground effect properties of the rear apron, the rear undertray, and the prominent rear aerofoil."

The stiff monocoque is made of a single piece of injection-molded resin. Complete with aluminum reinforcements, the cell weighs a little over 220 pounds. The finished body-in-white with CFRP front frame, crash boxes, and hang-on panels weighs in at less than 440 pounds. Other pounds-shaving measures include a suspension made of SMC (30 percent lighter than alloy) and carbon fiber wheels. The exhaust system is formed from Pyrosic, a glass-ceramic composite. Although the 4WD system, the sequential transmission, the V-10 engine, and the steering rack have shed precious few calories, the power-to-weight ratio works out at an incredible 3.85 pounds per hp. With 570 hp on tap, the Sesto Elemente is allegedly capable of accelerating from 0 to 62 mph in only 2.5 seconds, thereby matching the mighty Bugatti Veyron for take-off urge. The calculated top speed is well in excess of 190 mph.

Finished in a new matte-shimmer clear coat, the Lamborghini show car proudly displays every pore of its carbon-fiber skin. It is a very technical looking piece, with plenty of razor-sharp lines merging, intersecting, or avoiding each other. Viewed from above, triangular, trapezoidal, and hexagonal styling elements prevail, most of them highlighted by fire-red accents. "Every line has a function," states Fitzgerald. "In quite a few cases, it is simply to reinforce the panel concerned. Smoothing the air flow is another important issue, as is to ensure the thermal well-being of the drivetrain and the aerodynamic stability at high speed."

To achieve an ideal 48:52 weight distribution, the lateral radiators are mounted as close as possible to the engine. To make the weight savings visible, the car does without conventional grilles and louvers. Instead, you can see straight through to the heart of the matter, be it the carbon-ceramic brake discs, the upward-pointing carbon-fiber tailpipes or the silver transmission housing.

Inside, the new concept car is pure carbon fiber from wall to wall. Conspicuously absent are additional trim materials, decorative elements, and superfluous add-ons. The seat cushions are attached directly to the firewall, but the steering wheel and the pedal box are fully adjustable. Miniaturization is the name of the game in terms of infotainment, air conditioning, and convenience features. The dashboard is not a pretty leather-trimmed fascia but a minimalist lightweight aluminum cross member structured like the tower of a high-voltage power line. Instruments, airbags and secondary controls are bolted on almost like in a high-tech kit car.

While the front axle carrier and the crash box are made of carbon fiber, the rear subframe complete with the engine and suspension mounts is aluminum. Most of the screws and bolts that hold the complex structure together are machined from titanium.

Will the Sesto Elemente go into production, or it is just another short-lived fantasy car conceived on cloud nine? "With RTM [Resin Transfer Molding] Lambo, we are about to industrialize a patented process every future model will benefit from," states Winkelmann. "Sesto Elemente showcases the new technology. It is in this respect an early pace-setter for the next Murcielago, but there are no plans to build it." Fact is, while the next Gallardo (like its Audi R8 sibling) will stick with the Audi spaceframe matrix, the second-generation Murcielago, which we'll see in Geneva, is almost entirely made of carbon fiber. If Lamborghini plays its cards right, the Italian concern could make itself indispensable by making this valuable know-how accessible to other members of the VW group.

Audi R8 GT: Lighter, Faster, Stronger

2010-06-04T12:13:00.002+05:30

Audi R8 GT: Lighter, Faster, Stronger

The R8 high-performance sports car has been a winner from the very beginning. This applies to both the production models, winners of the “World Performance Car” Award in 2008 (R8) and in 2010 (R8 V10), and to the race car, the R8 LMS, which won 23 races in its first season and claimed three championships. The genes of the race version are now coming to the street – in the R8 GT. The exclusive series is limited to 333 units. Each R8 GT has a badge with its production number on the shift lever knob.
Consistent use of lightweight construction: 100 kilograms (220.46 lb) trimmed
The production R8 5.2 FSI quattro is already a shining example of the Audi’s lightweight construction philosophy. Its aluminum Audi Space Frame (ASF) body weighs only 210 kilograms (462.97 lb). The aluminum body panels are joined to the frame of extruded profiles and cast nodes by means of positive and friction connections. The engine frame is made of ultra lightweight magnesium.
The ASF body is largely hand-built at the Neckarsulm plant in a complex manufacturing process. The extremely high strength of the body is the basis for the high-performance sports car’s precise handling, and it also offers good vibration comfort and first-rate crash safety.
Thanks to the ASF body, the production R8 5.2 FSI quattro weighs only 1,625 kilograms (3,582.51 lb) – with quattro permanent all-wheel drive and optional R tronic transmission. This made it all the more difficult for the engineers to once again achieve substantial weight savings. They took an elaborate approach involving every aspect of the vehicle, and in the end the scales came to rest at 1,525 kilograms (3,362.05 lb).
The windshield of the R8 GT is made of thinner glass; the bulkhead between the passenger cell and engine compartment, as well as the window in the rear hatch are made of strong, lightweight polycarbonate. These three modifications saved nine kilograms (19.84 lb). The fixed rear wing is good for an additional 1.2 kilograms (2.65 lb); thinner sheet metal and additional cutouts shaved 2.6 kilograms (5.73 lb) from the aluminum hatch over the 100 liter (3.53 cu ft) luggage compartment at the front of the car.
The long rear hatch is made of carbon fiber-reinforced plastic (CFRP) – an advantage of 6.6 kilograms (14.55 lb). The rear bumper and the sideblades of this same material save an additional 5.2 and 1.5 kilograms (11.46 and 3.31 lb), respectively. With its minimal weight and extremely high strength, CFRP is the ideal material for a high-performance sports car, and Audi has broad-based expertise in its use.
The engineers also fought to shave every possible gram of weight from the technical components of R8. They shaved one kilogram (2.20 lb) from the power brake system, four kilograms (8.82 lb) from the aluminum caps of the brake discs and 9.4 kilograms (20.72 lb) from the battery. The engineers also found 2.3 kilograms (5.07 lb) in the air intake module and 2.8 kilograms (6.17 lb) in the insulation of the engine compartment.
The interior also harbored substantial weight-savings potential. The new, lightweight carpeting accounts for 7.9 kilograms (17.42 lb); the bucket seats with a chassis of glass-reinforced plastic (GRP) account for 31.5 kilograms (69.45 lb). Numerous additional detailed measures targeted the interior, the exterior and the technology, such as higher-grade, lighter steel for the exhaust system’s tailpipes.
Even sharper and more effective: the design
The design of the Audi R8 GT is the expression of concentrated power – a beautiful, technical sculpture measuring 4.43 meters (14.53 ft) long, 1.93 meters (6.33 ft) wide and only 1.24 meters (4.04 ft) high. The exterior underwent numerous modifications that further sharpened the appearance. Many of them also reduce the weight and enhance the aerodynamics. The R8 GT produces even more downforce when driven fast than the production model – without any increase in the Cd value (0.36) or frontal area (1.99 m2) (21.42 sq ft).
The frame of the single-frame grille, its struts and the slats in the air intakes are finished in matt titanium gray; the grille is painted matt black. The splitter under the bumper has a double lip and is made of carbon. Slender, curved flics at the corners of the nose increase the downforce on the front axle and are also made of a carbon fiber composite.
One highlight of the R8 GT are the standard LED headlights, which use light-emitting diodes for all functions. They produce bright, homogeneous light, have a long service life and low energy consumption. The headlights also have an attractive and distinctive appearance. The daytime running lights each comprise 24 LEDs and appear as a continuous band. The reflectors are reminiscent of open mussel shells.
The defining element of the side view are the sideblades, which direct air to the engine and in the R8 GT are also made of matte carbon. The same material is used for the reduced-size housing of the side mirrors, which are mounted on an aluminum base. The 19-inch wheels feature an exclusive five twin-spoke Y design in a titanium-look finish. The front fenders sport “GT” badges.
The modifications to the rear of the car are particularly apparent, beginning with the fixed wing of matte carbon. The ventilation louvers on both sides of the rear hatch and the CFRP bumper, which integrates the large, round tailpipes and vents for the wheel wells, have been redesigned. The larger diffuser is made of carbon fiber composite; the license plate bezel and the wide slats at the rear are in matte titanium gray. The tail lights, which also use LED technology, have dark housings with panes of clear glass.
Audi offers the R8 GT in a choice of four body colors: Samoa Orange metallic, Suzuka Gray metallic, Ice Silver metallic and Phantom Black pearl effect.
Breathtakingly powerful: the 412 kW (560 hp) 5.2 FSI
The modified V10, whose cylinder head covers are painted red, gives the Audi R8 GT breathtaking performance. The R8 GT sprints from a standing start to highway speed in 3.6 seconds, and from zero to 200 km/h (124.27 mph) in 10.8 seconds. And the thrust does not let up until the top speed of 320 km/h (198.84 mph) is reached.
Changes to the engine electronics coaxed an additional 26 kW from the ten-cylinder, which now produces 412 kW (560 hp) from a displacement of 5,204 cc. The torque curve peaks at 540 Nm (398.28 lb-ft) at 6,500 rpm, 10 Nm (7.38 lb-ft) more than in the production version. The V10 has a specific power output of 79.2 kW (107.6 hp) per liter displacement. Its power-to-weight ratio is 3.70 kilograms (8.16 lb) per kW or 2.72 kilograms (6.00 lb) per hp. The engine redlines at 8,700 rpm.
The long-stroke engine (bore x stroke 84.5 x 92.8 millimeters [3.33 x 3.65 in]), which is hand-built at the factory in Györ, Hungary, features a crankcase made of a aluminum-silicon alloy that is both lightweight and very strong. A bedplate – a frame for the crankshaft bearing bridges – further enhances its rigidity. The complete engine weighs only 258 kilograms (568.79 lb). It is characterized by a cylinder angle of 90 degrees and dry-sump lubrication, which uses a highly efficient oil pump module. Both solutions lower the center of gravity and thus improve driving dynamics.
The crankshaft is designed as a common pin shaft. The connecting rods of the opposing pistons engage a common crankpin, resulting in alternating firing intervals of 54 and 90 degrees. This unique rhythm gives the V10 its fascinating sound – a grand, technical music very much like that in racing. Two flaps in the exhaust system modulate its volume and tone as a function of load and engine speed.
The normally aspirated engine consumes an average of 13.7 liters of fuel per 100 km (17.17 US mpg) – very good fuel economy given the tremendous power. The FSI gasoline direct injection system injects the fuel into the combustion chambers at up to 120 bar of pressure. The turbulent mixture cools the cylinder walls, enabling a compression ratio of 12.5:1. A variable intake manifold and the continuous adjustment of the chain-driven camshafts ensure that the combustion chambers are fully filled. Flaps in the intake ports facilitate the formation of the mixture by inducing a tumbling motion in the inflowing air.
The drivetrain: uncompromising traction
Gear changes in the R8 GT are handled by the R tronic sequential manual transmission. The electrohydraulic clutch and switching unit receive their commands electronically. It changes its six gears much faster than a skilled driver could – within a tenth of a second at high load and engine speed.
The electronic management system offers an automatic mode with the Sport and Normal characteristics, and two manual levels. It is controlled using the short gear selector lever on the center tunnel and two paddles on the steering wheel. Maximum thrust when starting is ensured by Launch Control – a program that manages full acceleration with high engine speed and minimum wheel slip when starting.
quattro permanent all-wheel drive is the ideal technology for a high-performance sports car. The central viscous coupling located at the front differential sends 15 percent of the power to the front axle and 85 percent to the rear axle during normal driving. This split harmonizes perfectly with the Audi R8 GT’s 43:57 percent weight distribution. The coupling sends as much as 30 percent of the power to the front wheels within milliseconds, if necessary. A mechanical locking differential at the rear axle further improves traction. It provides up to 25 percent lockup when accelerating and up to 40 percent on the overrun.
Chassis even tauter and more precise
The Audi R8 GT high-performance sports car is a driving machine with breathtaking lateral acceleration and lightning-fast, nearly instantaneous reactions. Its engine is mid-mounted close to the vertical axis; its mass is almost negligible during fast direction changes. The R8 GT is dynamic, precise and stable in almost every situation.
The chassis follows the classic racing design – double wishbones made of aluminum locate the wheels. The hydraulic, power-assisted rack-and-pinion steering has a direct 16.3:1 ratio and connects the driver closely and precisely with the road. A manually adjustable coilover suspension, which lowers the body by as much as 10 millimeters (0.39 in), is standard. Higher front and rear wheel camber rates make the handling a tick more agile than with the standard model.
The 19-inch forged wheels are 8.5 J x 19 up front and 11 J x 19 at the rear, and are shod with size 235/35 and 295/30 tires, respectively. Audi will mount 305/30 tires together with optional wheels on the rear axle upon request. Cup tires, which offer the ultimate in performance on dry roads, are available for racing enthusiasts.
Audi mounts internally ventilated, carbon fiber ceramic brake disks standard. They are extremely durable and abrasion-resistant as well as particularly lightweight. Together they weigh nine kilograms (19.84 lb) less than their steel counterparts of the same size. They measure 380 millimeters (14.96 in) in diameter up front and 356 millimeters (14.02 in) at the rear. The friction rings are bolted to the stainless steel caps via elastic elements. Red anodized aluminum brake calipers – with six pistons up front – are exclusive to the R8 GT.
The ESP stabilization program has been specially tuned to the R8 GT and can be switched into a Sport mode at the push of a button to allow spectacular, but safe, oversteer when accelerating out of a corner. The driver can deactivate the system entirely for a trip to the race track.
Exclusive and dynamic: interior and equipment
At Audi, reducing weight means increasing performance and efficiency, but not sacrifice. The Audi R8 GT, which Audi sells in Germany for €193,000, comes with an automatic climate control system and power windows, a navigation system with MMI operating logic and a powerful sound system. A 465 watt, ten-channel Bang & Olufsen sound system, a CD changer and the Audi Music Interface are available as options. As always with Audi, the interior shows loving attention to detail. Rich materials spoil the occupants with a fine look and feel.
The ergonomic interior is adorned in sporty black and dark gray. The steering wheel, the headliner, the roof posts, the knee pad, the parking brake lever and the bucket seats are covered with Alcantara accented with contrasting stitching. A synthetic sharkskin-look material that feels slightly rough to the touch is applied to the bulkhead, the door liners, the instrument cowl and the dashboard. The “monoposto” – the arch in the cockpit – is made of matt carbon.
The instrument cluster features white dials with “R8 GT” badges. The newly designed selector lever is made of CFRP and aluminum; the center tunnel and the door liners sport decorative inlays in the body color. The door sills feature trims of matt aluminum decorated with the “R8 GT” logo.
A number of exclusive features are available as options for the R8 GT. Exterior options include two alternative wheels, a body-color front splitter and a CFRP engine compartment lining. Carbon elements on the doors, the tunnel, in the cockpit and on the instrument panel are available as interior options. Others include a multifunction leather steering wheel, seat belts in red, orange or gray, floor mats with the “R8 GT” logo and CFRP door sill trims illuminated in red. If desired, Audi will fit seats with carbon frames, which are somewhat lighter than the CFRP shells. The Alcantara seat covers are optionally available with an embroidered “R8 GT” logo.
A race package is available for racing enthusiasts. It includes a bolt-in roll bar in red or black, which has both road and type approval, as well as road-approved four-point belts in red or black, a fire extinguisher and a kill switch for the battery. An optional front bar module for motorsports evens includes a rotary lock for the four-point seatbelt and turns the roll bar into a full cage. Buyers looking for more comfort and convenience can choose cell phone preparation with an innovative belt microphone. Audi also offers a full leather package, control elements in leather with contrasting stitching and a cruise control system as options. The parking aid is included with the standard equipment.

Dacia’s “Duster” Concept Crossover

2010-06-04T12:09:00.001+05:30

Dacia’s “Duster” Concept Crossover

Dacia’s first concept crossover – is proud to be different. Seen from the driver’s side, it is visibly a sporting coupé, yet passengers entering from the other side will see it as an Multi Purpose Vehicle with a traditionally opening front door and rear-hinged rear door which suggest plush travelling refinement. Duster’s height of 1.49 metres, short front and rear overhangs (65cm and 80cm respectively), generous wheelbase (2.80m) and compact volumes (4.25m long, 1.64m wide) exude an overriding sense of robustness and sports appeal.
The front end features a broad bumper with two horizontal air-intake slits that suggest power. The grille features evident Dacia styling cues and is flanked by headlamps which wrap over the front wings to form a tapering line of light that stretches rearward towards the doors.
Viewed from the side, the clear-cut lines of the wheel arches and tall doors reinforce the impression that Duster sits squarely on the road. The Anthracite Grey bodywork and extensive one-piece glazed sweep – made possible by the absence of a central pillar – highlights the styling of the sides which are unmistakably reminiscent of Duster’s graphic identity.
At the rear, the engraved Dacia logo further emphasizes the concept car’s robust, dependable credentials.
Like Logan, Duster is just 4.25 metres long, and its inherent agility ensures that it is perfectly at home in the urban jungle. Meanwhile, its 21-inch, five-spoke aluminium alloy wheels, exterior mirrors positioned on the window surround and trapezoidal aluminium exhaust tailpipes are telltale signs of its sporting pedigree.
Special care has gone into Duster’s aerodynamic efficiency (Cd: 0.30) and the fluid lines of the body sides enable air to flow freely along the vehicle’s flanks before being jettisoned through the rear lights. The aerodynamic, wing-like forms of the roof-mounted direction indicators also channel airflow towards the rear.
The sum of all this work has naturally been beneficial to fuel consumption, and Duster stands out as a particularly environmentally-respectful crossover. Despite its performance potential, the particulate filter-equipped 1.5 dCi 105hp engine (77kW) emits just 139g of CO2/km, equivalent to fuel consumption of 5.3 litres/100km.
This futuristic crossover showcases the brand’s core values – namely simplicity, robustness and authenticity – in a surprising form, yet Dacia’s hallmark ingenuity and generosity are immediately apparent in the way designers have approached Duster’s cabin.
The concept car’s two-tone chocolate and blue interior exudes a sense of well-being and conviviality. The fully glazed roof floods the cabin with light, while the enveloping forms of the staggered slim-line front seats provide first class comfort and support. The driver’s seat is incorporated in a structure which extends all the way from the sill to the centre console, forming a sculptural, one-piece ensemble that echoes the exterior’s sporty appeal.
The user-friendly dashboard features fluid, expressive lines while employing simple materials. The driver’s side front airbag is housed in the lower part of the steeringwheel which has made it possible to position the screen centrally and free up appreciable stowage space on the dashboard. The latter’s receding lines also provide record kneeroom of 280mm for the front passenger who benefits from an exceptionally comfortable seating position. The bellows-like form of the original two-tone dashboard incorporates a 20-litre glovebox, while the door inserts each include eight-litre stowage bins. Another bin has been cleverly concealed in the back of the rear right-hand seat. A simple push causes a box to slide forward from the boot which itself is in total keeping with the Dacia spirit, with the upright tailgate providing a carrying capacity of 470dm3 (VDA), a remarkable achievement for a vehicle of Duster’s compact overall dimensions .

Duster is an adaptable, modular concept car. The four-seat ‘daily driver’ layout can be swiftly converted into a leisure configuration in a matter of seconds. The passenger seat slides underneath the driver’s seat on rails concealed in the floor to leave just one front seat and consequently free up a total carrying volume of two cubic metres. Thanks to a recess in the floor and a strap located under the dashboard, this space can be used to carry a trials mountain bike.

Shelby Mustang – Not Your Typical Ford Mustang

2010-05-12T20:02:00.000+05:30

Shelby Mustang – Not Your Typical Ford Mustang

In 2007 the Ford Motor Company began reproducing one of its most desired models of all time: the Shelby Mustang GT. Prior to this, Ford in partnership with Carroll Shelby had produced modern remakes of the Shelby Mustang GT500 and the 1960s Hertz rental special, the Shelby Mustang GT-H. However, all of these models were produced in limited numbers—the Shelby Mustang GT was the first Shelby Mustang to be widely available to the public and affordably priced.
It is powered by a 4.6 liter V-8 small block which puts out 319 horsepower and 330ft-lb of torque. It also comes standard with a 90 millimeter cold-air intake package and a high flow exhaust system with an X-pipe crossover, further improving the horsepower and throttle response. Adding to the Shelby GT’s off the line acceleration is a 3.55:1 rear axle ratio and a Hurst short throw shifter for models equipped with a manual transmission.
The Shelby Mustang GT also has the styling of the classic Shelby Mustangs of the past. These styling cues include a Shelby hood scoop, and silver race stripes on the hood and side panels. The suspension of the Shelby Mustang GT also received an upgrade over the baseline factory Mustang. A coil spring kit drops the overall height of the car by an inch-and-a-half, giving the GT an aggressive stance to go with its power upgrades. In addition, stiffer dampers, a front sway bar, and high-performance tires further improve the handling and corning of the GT.
A step up from the Shelby Mustang GT is the Shelby Mustang GT500. This is a modern remake of the classic GT500 of the 1960s. Many film fans will remember the Mustang named Eleanor from the 2000 remake of Gone in 60 Seconds, which was a 1967 Shelby Mustang GT500. The modern Shelby Mustang GT500 borrows much of its performance and styling from this classic muscle car.
The new GT500 features a supercharged 5.4 Liter V-8 which produces a massive 540 horsepower and 510 ft-lb of torque. The engine in the GT500 also features dual overhead cams, a rarity for a production street car. Like the baseline GT, the GT500 comes with a cold-air intake and high-flow exhaust system. The Mustang’s styling also adds to its performance—the front air inlets for the radiator and intercooler are sealed and routed, reducing air drag, and the raked spoiler in the rear increases high-speed stability.
With ever increasing concerns about fuel economy and efficiency, many experts in the auto industry have predicted the end of the muscle car for good. But both the Shelby Mustang GT and GT500 prove that the muscle car is still alive and rearing to fight back. This shows that the Ford Mustang will live on forever.

Honda Design Philosophy Stresses Function

2010-05-12T19:44:00.000+05:30

Honda isn’t typically singled out for its design expertise. Instead, it is the fun-to-drive and rock-solid aspects of Honda vehicles that usually get top billing. But quietly, Honda has been capturing more and more international kudos for its leading-edge design work, and we were pleased to have the opportunity to meet with Nobuki Ebisawa, the corporate managing director and general manager of styling and design development, to talk about it.

Ebisawa stressed two simple and overarching themes for Honda design: dynamism and functionality. He said the company’s designers still draw inspiration from the functional designs of the first-generation Civic and first-generation Accord that were drawn in the same nondescript design studio in which Ebisawa and his crew work today. And at the same time, they look back all the way to the 1963 S500 sports car to channel the dynamism that helps set the brand apart.

Ebisawa is proud of what he calls “an unbroken chain of dynamism and functionality” that stretches from those earliest models through the legendary Acura NSX sports coupe of the ’90s to the Honda Odyssey minivan that transformed its segment. He expects that the upcoming hybrid Honda CR-Z, which was shown in concept form at the recent Tokyo Motor Show, will draw on both aspects of the Honda personality. Functionality will be characterized by the fuel-efficient hybrid drivetrain, and dynamism will be expressed by the car’s style and fun-to-drive nature.

2010-04-16T08:09:00.002+05:30

2010-04-16T08:08:00.001+05:30

2010-04-13T09:40:00.003+05:30

Fire on Darpan circle

2010-04-13T09:17:00.000+05:30

Thor lake

2010-03-14T08:30:00.000+05:30

2010-02-07T23:34:00.000+05:30

2010-02-07T00:33:00.000+05:30

T-pain

KiShown......

Chris_Brown_feat_Juelz_Santana RUN IT

2009-06-05T12:17:00.000+05:30

Run it

Download:
http://rapidshare.com/files/217258675/_1080i_.Chris_Brown_feat_Juelz_Santana_-_Run_It._MV_.part1.rar
http://rapidshare.com/files/217287044/_1080i_.Chris_Brown_feat_Juelz_Santana_-_Run_It._MV_.part2.rar
http://rapidshare.com/files/217315534/_1080i_.Chris_Brown_feat_Juelz_Santana_-_Run_It._MV_.part3.rar
http://rapidshare.com/files/217342723/_1080i_.Chris_Brown_feat_Juelz_Santana_-_Run_It._MV_.part4.rar

Usher feat. Lil Jon and Ludaccris - Yeah (MHD-1080i)

2009-06-05T11:04:00.001+05:30

Format : MPEG-TS
Length : 566 MiB for 4mn 10s 867ms

Video #0 : MPEG Video at 17.8 Mbps
Aspect : 1920 x 1080 (1.778) at 29.970 fps

Audio #0 : AC-3 at 384 Kbps
Infos : 2 channels, 48.0 KHz

http://rapidshare.com/files/238284678/Usher_feat._Lil_Jon___Ludaccris_-_Yeah__MHD-1080i_.part1.rar
http://rapidshare.com/files/238285011/Usher_feat._Lil_Jon___Ludaccris_-_Yeah__MHD-1080i_.part2.rar
http://rapidshare.com/files/238285443/Usher_feat._Lil_Jon___Ludaccris_-_Yeah__MHD-1080i_.part3.rar
http://rapidshare.com/files/238285598/Usher_feat._Lil_Jon___Ludaccris_-_Yeah__MHD-1080i_.part4.rar
http://rapidshare.com/files/238285658/Usher_feat._Lil_Jon___Ludaccris_-_Yeah__MHD-1080i_.part5.rar
http://rapidshare.com/files/238285801/Usher_feat._Lil_Jon___Ludaccris_-_Yeah__MHD-1080i_.part6.rar

0 comment:

2008-05-20T20:17:00.002+05:30

http://rapidshare.com/files/2036940/HCD.part1.rar
http://rapidshare.com/files/2036865/HCD.part2.rar
http://rapidshare.com/files/2037413/HCD.part3.rar
http://rapidshare.com/files/2038320/HCD.part4.rar
http://rapidshare.com/files/2038369/HCD.part5.rar
http://rapidshare.com/files/2038604/HCD.part6.rar
http://rapidshare.com/files/2042400/HCD.part7.rar
http://rapidshare.com/files/2041854/HCD.part8.rar

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