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Honda: The FC Sport fuel cell concept car.

2011-03-17T04:36:00.001-07:00

The FC Sport fuel cell concept car.

Honda FC Sport Concept is a fuel cell vehicle which was unveiled in 2008 at Los Angeles Auto Show. The car was created by the advanced design studio, Honda R & D of America, Pasadena, California.

And all eyes curious and intentionally "futuristic" never seem to become production models. Therefore, we believe that the prediction of the Honda FC Sport, unveiled the concept in the form of the 2008 Los Angeles Auto Show, is not sold in any store. Articles praising the "car of the future" seems a huge excess.

Honda FC Sport is designed to highlight the versatility and potential of Honda V Flow fuel cell technology - already used in the Honda FCX Clarity sedan. FC Sport concept redesign of the fuel cell technology in a lightweight sports car with a very low center of gravity, powerful electric motors and emissions.

But what is significant about hydrogen cars FC Sport concept is that if the car design is the concept of "hydrogen" part is real. Hydrogen rights The sport is now a used car, available in the showroom: Honda FCX Clarity sedan (see photo).

"Honda FC Sport examines how to meet the automotive performance enthusiasts in the world than oil," said Dan Bonawitz, executive vice president, American Honda Motor Co., Inc. "Those who like sports cars have always been the love coming to hydrogen.”

Honda FC Sport is powered by a fuel cell designed to measure the power between the rear seats and the battery is installed in the middle of the vehicle. The electric motor is located just forward of the rear axle. Two fuel storage tanks, visible through the rear window, located above the rear axle.

The FC Sport fuel cell concept car.

Organization of power transmission components, except that significantly reduces the center of gravity FC Sport; it also allows the passenger a relatively large space for three seats conventional super car.

Admission to the sport Honda FC through the glass roof that opens toward the rear. Central driving position like the McLaren F1, bordered by two seats attached to the back of the cab.

The FC Sport fuel cell concept car.

Unusual style of Honda FC Sport is characterized by angular lines and an overall smooth profile. The white paint is designed to highlight the environmental characteristics of the car when the wheels and dark tinted windows are designed to indicate the possibility of performance.

Finally, the possibility of replacing gasoline in cars today. We are not sure that hydrogen is an option. But the Honda FC Sport is another step in that direction.

You can see more here

The brilliant Infiniti G37 on display

2011-03-17T03:30:00.000-07:00

Infiniti G37

The Infiniti G37 sedan has just completed its best month ever, with sales up 37.1 percent over the same month last year, to 4135. During the first seven months of this year, sales rose by 29.9 percent, to 23,508, making the G37 sedan, and by far the best-selling model in the luxury division of Nissan (NSANY) has to offer.

However, most of these competitors can not quite match the combination G37 call for pure speed, sporty handling, good styling options and high technology at a relatively reasonable price. The G37 comes standard with rear-wheel drive, which provides the precise handling that driving enthusiasts desire is still considerably faster than the BMW 328i at a price. For a BMW in this class that can exceed the G37, you must pay an additional 10 major projects for the 335i.

Good looking Infiniti G37

The average selling price of the G37 sedan is $ 36,838, according to information from the network (PIN), slightly above average $ 35.936 for 2010 sedan Global Compact. By comparison, the BMW 328i sells for an average of $ 36,171 for the 2010 model and 38,262 dollars for 2011, according to PIN.

As in other luxury sport sedans, entry-level, the G37's interior is a bit plain. However, you can jazz gloss maple for an additional $ 550. There are lots of legs and head in the front seats, but the backseat is somewhat cramped. It is really designed to accommodate two passengers, because the middle seat is uncomfortable.

Infiniti G37 interior

A couple of positive points: The screen resolution on the backup camera is excellent, and there are graphs to show you exactly where the car is moving. And the automatic transmission has a "snow" mode for improved decision when driving in winter.

Shopping entry luxury sport sedan level is like being a kid in a candy store. The average selling price of many other excellent models lies in the same range as the G37, including the 2010 Acura TL ($ 36,222), the 2011 Audi A4 ($ 36,211), the Lexus ES 350 2010 ( $ 37 037) and the Mercedes C300 ($ 37,430). Ditto for the BMW 328i. Keep in mind that many buyers G37 will be entitled to a discount of $ 1,000 offered by the end of September.

Infiniti G37 on display

I recommend driving test BMW 328i Infiniti cons. In the unlikely event you are not satisfied with one, try one of the rivals. In this segment, it is hard to go wrong.

The brilliant Infiniti G37 on display look so gorgeous, what is your take on this, Post your comments below.

Lamborghini Superleggera in superlative display

2011-03-16T06:32:00.000-07:00

Lamborghini Superleggera

While automakers unveiled hybrid and electric cars to the 2010 Geneva Motor Show, a dangerous-looking corner green logoed bull collected a constant ring of photographers. hybrid cars should note that hot piece of equipment such as the Lamborghini Gallardo LP 570-4 Superleggera always excites passion and design accordingly.

Lamborghini made a game of green with the Gallardo LP 570-4 Superleggera, citing a 20.5 percent reduction in CO2 emissions compared to the previous model. But the Superleggera does not sacrifice any power - Lamborghini realize this gain, with better performance, thanks to its weight to the old stripping. The Superleggera weighs only 2.954 pounds, 154 pounds less than the Gallardo LP 560-4 on which it is based.

Lamborghini Superleggera interior

The number 570 in the name of the Superleggera model rises to power, a phenomenal number produced by the injection of 5.2-liter V-10 engine direct. With its low weight and 393 lb-ft of torque, the Superleggera hits 62 mph in 3.4 seconds at 124 mph in 6.8 seconds ahead. Lamborghini boasts about 16 mpg car, but which is 2 mpg better than the LP 560-4.

A six-speed sequential, called e-gear Lamborghini, comes standard with the Superleggera. The driver can choose to manually move or choose one of two automatic modes - the most exciting to be thrust mode, a kind of continuous monitoring that allows to run the engine until 5000 rpm before takeoff - all wheelspin while managing. A four-wheel drive, and defaults to 30 per cent of torque to the front and 70 percent to the rear, keeps the cornering traction Superleggera.

Brilliant looking Lamborghini Superleggera

LP 570-4 Lamborghini Gallardo Superleggera

The air balls take their concept of the Reventon.
(Credit: Wayne Cunningham / CNET)

The front of the Superleggera shows the design work in pioneering the Reventon, three large, angular air scoops just below the hood. This style is carried to the rear of the car, too, with four exhaust tips over an air diffuser angle.

Most of the weight savings of the Superleggera was achieved through the use of carbon fiber body panels, fascias, and some components. Similarly, the side windows and hood are transparent polycarbonate. Lamborghini has even chosen Alcantara leather covers more than weight reduction.
LP 570-4 Lamborghini Gallardo Superleggera

Seat covers and Alcantara interior surfaces use rather than leather to reduce weight.
(Credit: Lamborghini)

Lamborghini Superleggera

For everyday driving, the Superleggera can be done with a device that raises the front end, helping to clear speed bumps, etc.. A backup camera makes for limited rear visibility, and a navigation system can also be an option in the cabin.

Green may not be skin deep with the Gallardo LP 570-4 Superleggera, but this car is more likely to adorn posters and wallpapers than prius.

Preview: 2011 Porsche 911 Carrera

2011-02-19T04:38:00.000-08:00

Apparently there is a market for those that can’t decide between the Carrera S or the 911 GT3. Well, Porsche will cater to that group at the 2010 Paris Motor Show. Positioned above the current Porsche Carrera S and below the 911 GT3, the new 2011 Porsche 911 GTS gets 23 more horsepower than the Carrera S and 27 less than the GT3.

The 2011 Porsche 911 Carrera

Power comes from a 3.8L flat 6-cylinder engine making 408-hp with a maximum torque of 310 lb-ft. A sport exhaust system with two dual-tipped tailpipes with their outer shells painted black with polished inner tubes comes standard.
Transmission choices include either a 6-speed manual gearbox or Porsche’s 7-speed Doppelkupplungsgetriebe (PDK). 0-60 mph comes in 4.0 seconds for the GTS Coupe with PDK and Sport Chrono Package Plus. Top speed is clocked at 190 mph. For those worried about saving some money at the gas pump, the 2011 Porsche Carrera GTS returns a fuel-economy of 19/27 mpg (city/highway).
Prices for the 2011 Porsche 911 Carrera GTS Coupe start at $103,100 and $112,900 for the 2011 Carrera GTS Cabriolet. Sales start in early 2011.

Specifications

Many of the details we have so far on the 2011 Carrera are only speculative, but here are the specs that are most likely for the new model year:

Pricing: the 911 Carrera should start at about $78,000 MSRP and around $70,000 invoice
Fuel economy: Porsche has not released any data on fuel economy car ratings for the new Carrera, but they will likely be similar to the current city/highway rating of 18/26 mpg
Engine: Porsche insiders indicate that the carmaker will enhance both the power and displacement of the 2011 911 Carrera’s engines, possibly offering an inline six-cylinder with 350-360 horsepower on the base model and a 400-horsepower inline six on the S model
Drivetrain: the existing options of a six-speed manual transmission and a seven-speed PDK manual/automatic transmission will probably remain the same, and Porsche will continue to offer all-wheel drive on one or more Carrera models for 2011
Acceleration: standard model completes 0-60 mph in 4.7 seconds; Carrera S completes 0-60 in 4.3 seconds. Times may get a bit faster in 2011 due to a lighter-weight body and stronger powertrains.
Model lineup: 911 Carrera (coupe or cabriolet); 911 Carrera 4S (coupe or cabriolet); 911 Carrera 4 (coupe or cabriolet); 911 Carrera S (coupe or cabriolet)
Car safety features: existing safety equipment, such as dual front and side airbags and stability control, will transfer to 2011 Carrera
Suspension: active suspension management system optional
Competitors: Mercedes-Benz CL; Mercedes-Benz SL; Jaguar XK; Nissan GT-R
Warranty: four-year/50,000-mile limited warranty

Breath taking 2011 Porsche 911 Carrera Interior

Exterior Features

Spy photos of a heavily disguised 2011 Porsche 911 Carrera are readily available online. The first pictures of the new Carrera show a vehicle that is largely the same in the front and significantly revised in the rear. The 2011 Carrera is substantially wider and plumper in the back than the existing model, and it boasts an all-new deployable spoiler. Porsche also appears to have added a roof-mounted spoiler on the new 911 that pops up from the rear window. Rumor has it that the 2011 Carrera, also known as the 998, will include front active spoilers as well to enhance the vehicle’s aerodynamics.

2011 Porsche 911 Carrera

Interior Features

So far, what we know about the 2011 Porsche 911 Carrera mostly concerns the outer styling of the car. We’ll know more about the cabin when we write a full car review closer to the launch date. Drivers can expect features like the standard Porsche Communication Management system with a 6.5-inch color touchscreen and Bose sound system to carry over.

Cool Ride

Performance

Major powertrain changes are improbable for 2011, but drivers can expect at least slight boosts in power and performance. Porsche has put a great deal of effort into making the 2011 Carrera lighter than ever, thanks to its liberal use of aluminum. The lighter weight coupled with muscled-up engines should make for better 0-60 times and overall handling. The standard Carrera model should have about 350 horsepower, while the Carrera S could easily surpass 400 horsepower. Braking power should stay about the same for 2011, with ceramic brake pads remaining an option. Look for more information when we conduct our formal road test of the new 911 Carrera.

Comfortable steering of the 2011 Porsche 911 Carrera

Do you really love this Porsche 911 as I do? Whatever it is post your comments below.

Hydrogen Car Set for Release

2011-02-19T04:20:00.001-08:00

The race is well and truly on for alternative fueled cars and this latest hydrogen-powered offering is set to turn the race on its head. We first learned about the launch of the Riversimple Urban Car (RUC) concept when flicking through New Scientist magazine last week. The news of this launch has left many of us in the Top Gear offices scratching our heads in disbelief. Granted, the RUC is yet another "transport of the future" type thing, but what this little Smart car on a tofu diet can do is something that has left even Honda behind.

The Hydrogen Car Set for Release in 2011

The RUC, like all hydrogen powered cars is powered by a fuel cell that combines hydrogen with oxygen from the air to release energy and nothing more toxic than water. But unlike many hydrogen-powered cars the RUC has been a ground-up development, which means if you believe the boffins at Riversimple, the car was able to become commercially viable quicker than the major manufacturers experimenting with adapting more conventional cars to hydrogen. And the proof is in the pudding too; Honda predicts its FCX Clarity hydrogen car will enter mass production in 2018, whilst Riversimple is aiming to lease its first fleet in 2011 and mass produce them in 2013. We'll just have to wait and see what develops on this front- if Honda decides to dedicate more of its resources and significantly greater funding to developing a car from scratch then Riversimple could have a fight on their hands.
But nobody said it was going to be easy- behold the holy trinity of problems with developing a hydrogen-powered car. Firstly, the fuel cells contain platinum, which anyone who has ever tried to buy platinum or get into a bar/ club/ room named platinum knows is very expensive; secondly, it is difficult to make the fuel cells powerful enough to power a conventional motor; and thirdly and most practically, large quantities of hydrogen are hard to store. These problems, Riversimple founder and automotive engineer Hugo Spowers claim were invented by the automotive superpowers themselves. But from these restrictive and very real parameters, the RUC has found its stride. According to Spowers the key to success is size and weight- "If your car is light and efficient enough, the hurdles are lowered."

Ok, so the RUC looks a little puny and malnourished, sort of like some of Madonna's kids pre-adoption; but it is still punching above its weight. The RUC is the size of bug's manhood weighing just 350 kilograms and uses a 6 kW fuel cell, compared to the more expensive 100kW cell used by the FCX Clarity. No matter, the RUC is certainly more than 6 per cent the car the Clarity promises to be. Who needs a massive and expensive fuel cell when just 1kg of liquid hydrogen is enough to get you 300 kilometres down the road? Before we all go running out and selling our petrol or may God have mercy on you, diesel drives, there are a few setbacks you may want to consider. The RUC's top speed is a measly 80km per hour and it takes 5.5 seconds to reach just 48km/h. In that time an aging hippie on her pushbike would have pedaled past you, flipping you the bird and flashing her nanna undies whilst you use her slipstream. But fear not, the RUC has an ace in the hole; actually it has four.
The Riversimple has four electric motors- one in each wheel. Coupling the motors directly to the wheels like this makes it possible for the RUC to recoup as much as 50 per cent of the energy that would be lost to friction using conventional brakes. This is a big deal, when most hybrid and electric cars only have one motor connected to one pair of wheels. The RUC doesn't have a battery, but relies instead on a bank of ultracapacitors- which are nothing like the fluxcapacitors in a certain flying Delorian. These ultracapacitors are able to power-up and release energy in a more rapid fashion, and actually provide most of the power to get the car going. Rather than varying output to match demand, the fuel cell runs at a constant rate and trickles energy into the ultracapacitors, alongside the energy reclaimed when braking.
The Riversimple hopes to lease its first fleet of RUCs in a small UK city in 2011, with the rental fee (around $411AUD a month) including a dedicated hydrogen station that the company will operate. The company plans to mass-produce the cars by 2013, but for now the plan for leasing the cars is a noble one. Spowers claims that this business model means Riversimple is "driven to encourage people to keep them for as long as possible rather than replacing their vehicle quickly, as is usual in the car business." Still, a lot can happen in two years, and the fat lady that is Honda has yet to sing.

I hope hydrogen cars will be the solution for global warming, what is your take on these. Post your comments below.

2011 Bentley Mulsanne Review

2011-01-24T05:08:00.000-08:00

The biggest car made by Bentley in over five decades is the 2011 Bentley Mulsanne: a first of its kind for the carmaker. With the notion of novelty, the consumer would expect nothing less than exceptional car engineering and after buying the Mulsanne the car buyer would be more than satisfied since one's expectations are clearly met.

The Mulsanne sedan is made by the carmaker over a two-month period. The car is worth waiting for too; this flagship offering costs $285,000.000 and it fuses amazing engineering, equally amazing craftsmanship, luxury, and comfort. Of course, this is what is expected from Bentley; the British carmaker has always offered the best technologies to ensure its competitiveness in the market.The Mulsanne sports a 6.75-Liter V-8 engine with 505hp/752 ft.lbs of torque. The cabin is breathtaking, quiet, and posh. All Mulsannes come with seventeen different kinds of leather, and mirror matched wood veneers for impeccable symmetry. This car is hardly compromising, but the car buyer may find the front styling less than appealing; this may affect the long-term appeal of the vehicle.

The Range

Bodystyles: Sedan
Engines: 6.75L V-8
Transmissions: 8-speed automatic
Models: Mulsanne

What's New

Everything. From the new 6.75-liter V-8 engine producing 505 horsepower and a monstrous 752 pound-feet of torque, to the optional 2200-watt sound system, the Mulsanne is as new as it gets. Even so, Bentley continues to use traditional craftsmanship at its Crewe headquarters to appeal to existing customers looking for an upgrade from their Arnage sedans.

Exterior

From the inset headlights with the inscription "Bentley Motors" to the LED taillights, the Mulsanne was designed to make an impression. The appearance of visible seams has been minimized to make the sedan look as though it was created from a single block.

Interior

Nearly half of the overall build process of a Mulsanne is devoted to the interior. The Bentley's steering wheel alone takes 15 hours to hand-stitch. Four-zone air conditioning is just one example of how much technology you'll find inside this car.

Performance & Handling

The 2011 Bentley Mulsanne's 6.75-liter twin turbo V-8 produces 505 horsepower and 752 pound-feet of torque and is mated to an 8-speed automatic. Helping make the Mulsanne a more manageable driver than its Arnage predecessor is a computer-controlled air suspension that has three settings varying stiffness and steering feel as well as a fourth setting allowing the driver to customize dynamic settings.

Safety

Radar sensors warn of potential collisions visually or by tapping the brakes, optional rear and side-view cameras, optional Adaptive Cruise Control can adjust the speed of the car down to a stop, steel monocoque body structure with front and rear energy-absorbing crumple zones.

EPA Fuel Economy

N/A

You'll Like

Interior craftsmanship
Exterior presence
Attention to detail
Optional 2200-watt sound system

We know you want a bolder paper person
We know you want a bolder paper person

Review: 2010 Toyota Prius

2010-12-24T05:10:00.000-08:00

It has long been fashionable in auto-enthusiast and auto-journalist circles to dismiss the Toyota Prius as a precious affectation of misguided Al Gore devotees, people who find automobiles something to endure - for the sake of pure transportation - rather than enjoy. According to this mind-set, Prius drivers clog the carpool lanes, dawdle in intersections lest they ignite the internal-combustion component of the Hybrid Synergy Drive powertrain too quickly, and undeservedly bask in the glow of a conviction that they are helping the planet and their fellow human beings. That Prius owners are self-satisfied idiots, hypocrites, and anticar zealots until proven otherwise is taken as writ by Prius critics, including some members of Automobile Magazine's editorial staff.

The Specs

2010 Toyota Prius

Central to the Prius critique is the notion that it, along with most vehicles with hybrid gasoline/electric powertrains, is no fun to drive and is simply not a match for a well-tuned car with a conventional internal-combustion engine, preferably one mated to a slick-shifting manual transmission. Indeed, there is more than a germ of truth to this. The outgoing, second-generation Prius suffers from an indifferent chassis; vague, lifeless steering and braking responses; weak accelerative power; and an utter lack of visceral, sensory feedback. The main fun to be had in the 2009 Prius is in monitoring the energy-consumption display and trying to increase the average miles per gallon, one tedious digit at a time.

2010 Toyota Prius

With the new, third-generation Prius, Toyota is aiming to broaden the car's appeal beyond the green set. At the media preview in Napa Valley, Toyota laid out a prescribed route designed to highlight the car's fuel economy. I figured plenty of others would be bragging about hypermiling at that evening's dinner (and, in fact, several drivers exceeded 70 mpg), so I decided instead to drive a 2010 Prius as hard and as fast as prudence and nerve allowed along the two-lane roads in and above Napa Valley. I set off in a Prius with optional seventeen-inch wheels along Silverado Trail, which runs through some of the most valuable tracts of grapevines in North America.

The good looking 2010 Toyota Prius

Turning onto Sage Canyon Road, I pushed the new-for-2010 "power" button, which provides more aggressive throttle operation, and hit the go pedal. As the road grew curvier and climbed farther up into the hills, the Prius did not stumble. The give-and-take between internal combustion and electric power was far less apparent than before, and the car actually seemed eager to gobble up the tarmac. A new, more energetic, more enthusiastic Prius was emerging.

Near Lake Hennessy, the road forked, and I veered left onto Chiles Pope Valley Road, following a tip from another journalist. What unfolded was a hard-driving sports car lover's dream: a challenging stretch of twisting, heaving, off-camber, dipping road interspersed with enticingly empty straights. It's the perfect road for a Mazda Miata, but it turned out to be a surprisingly good route for the Prius as well. The biggest revelation was the Prius's electric-power steering, which was direct and accurate, making the car easy to place in corners. Although it's still lacking in feel and communicativeness, it's a major advance over the outgoing car's disconnected setup. Four-wheel disc brakes are now standard on all Prius models, and braking feel has lost much of its artificiality, but there's a somewhat unexpected, abrupt final bite from the rotors when you hit the pedal hard. Perhaps most surprising? The Prius was not overly susceptible to understeer and had loads of grip, thanks in part to its 215/45VR-17 Michelin Pilot HX MXM4 rubber.

2010 Toyota Prius interior

The result after a 57-mile loop starting in the village of Yountville was an indicated 34 mpg. Before you shrug your shoulders, consider that the fuel economy indicator graphic in the driver information display was basically in meltdown mode during most of the drive, meaning that the car was being driven in a most eco-unfriendly manner. Yet I achieved fuel economy on par with a nonhybrid subcompact driven placidly on the freeway. This is a notable achievement, even if my results fell far short of the 51-mpg city, 48-mpg highway, 50-mpg combined EPA ratings.

When driven normally, the Prius should have little trouble meeting these figures, which exceed the last-generation's ratings of 48 mpg city and 45 mpg highway (adjusted for the latest EPA procedures). That's despite weighing about 110 pounds more and having a gasoline engine that's 1.8 liters, up from 1.5 liters. In fact, the larger engine, according to chief engineer Akihiko Otsuka, actually helps raise the highway mileage figure because it runs at fifteen percent lower rpm. The coolant pump and the A/C compressor are now electrically driven, reducing frictional losses, also helping economy.

2010 Toyota Prius steering

The Prius interior is not what you'd call luxurious, but it still represents an upgrade over the previous car's and is certainly roomier and more plush than the cabin of the new Honda Insight. The roof's peak moves four inches farther rearward than before, which increases rear-seat headroom. Cabin ergonomics and the displays that monitor the activities of the Hybrid Synergy Drive system are top-notch. The front seats are noticeably wider, more adjustable, and more supportive, addressing a major customer complaint. In terms of safety, forward visibility once again is excellent, a more sophisticated stability control system is standard, and an available Advanced Technology package includes brake assist, radar cruise control, and a lane-departure system that nudges you back into your lane should you stray.

2010 Toyota Prius rear seats.

Let's be clear. The Prius has not been transformed into a sport sedan, but it's no longer a penalty box to drive. And, like it or not, we're all on a long journey away from internal-combustion and toward electric vehicles, so any progress made toward building some fun into this new generation of vehicles is to be applauded. This year, the Prius joins the new Honda Insight and the new Ford Fusion Hybrid to prove that hybrid cars don't have to be soulless appliances for eco-weenies. They can also be for you and me.

On sale: May
Price: $23,000 (est.)
Engine: 1.8L I-4, 98 hp, 105 lb-ft
Batteries: Nickel-metal-hydride, 1.31 kW-h
motor/generators: Two AC, 56 and 80 hp
Total power: 134 hp
Drive: Front-wheel

This is a cool ride. What do U think post your comments below.

[source:automobilemagazine]

2010 Aston Martin Rapide Review

2010-12-24T04:28:00.000-08:00

2010 Aston Martin Rapide

Aston Martin's Rapide for 2010, is a 4-door sedan, is a first; the British-carmaker known for its luxury sports cars, has not offered a similar car since the Lagonda in the 1980s. The carmaker, desiring a change-up for its four-door sports cars, put different parts from its lineup into the Rapide. The Rapide hosts a V-12 motor with 470 horsepower joined to the DB9's six-speed tranny. It also hosts the same front doors, engine hood, door handles, and control arms in the DB9 as well.The Rapide waltzes into the four-door car segment and it's a competitor of the Mercedes Benz CLS and the Porsche Panamera. Unfortunately, it hosts more compromises than its competition when it comes to passenger space. Still, passengers in the rear seating area can still ride in considerable comfort.The Rapide is a 4-passenger car with rear cocooning seats divided by a long center console that flows from the vehicle's front to the vehicle's rear for a seamless integration. The car's blacked-out B-pillar exterior rests under the vehicle's side glass generating the illusion of a single piece.

2010 Aston Martin Rapide

Bodystyles: Sedan
Engines: 6.0L V-12
Transmission: 6-speed automatic
Models: Rapide

The Rapide name is back after a long absence reaching back to Lagonda in the early 1960s. Will the Rapide outlast its predecessor's four-year lifespan? We're betting so.

The Interior of 2010 Aston Martin Rapide

The Rapide looks lovely from a multitude of angles and its taut, swept-back lines give it a hint of motion even when stationary. With lines echoing the automaker's sports coupes, this is every inch a real Aston.

Virtually every component inside the Rapide is simply beautiful to see and touch, with bespoke stitched leather lining nearly every surface, including the cupholders. The rear seats are a squeeze, but who cares? We don't.

The cool 2010 Aston Martin Rapide

Performance & Handling

The Rapide is a wonderful compromise of sport and comfort, with rocket-like acceleration from the 6.0-liter V-12 (with a soundtrack to match) and utter composure on the road. A five-way adjustable Bilstein suspension allows the perfect damper setting for a multitude of conditions, while the silky-smooth ZF-built Touchtronic2 transmission is right at home in the Rapide.

Safety

The 2010 Rapide includes dual-stage driver and passenger front airbags as standard, along with front-occupant side airbags and head protection airbags for both front and rear passengers. Stability and traction control are both standard.

EPA Fuel Economy

Rapide: 13 mpg city/19 mpg highway

The sound. Oh, the sound…
Compliant ride, despite sporty nature
Interior trimming is top-notch
Handling belies Rapide's size

Free Downloads.: Free Fast Cars 2 wallpaper

2010-12-15T05:37:00.000-08:00

Free Downloads.: Free Fast Cars 2 wallpaper: "free Audi wallpaper. cool ride. clean speed ride."

Free 2010 Ferrari California.

2010-12-07T03:20:00.001-08:00

2010 Ferrari California

Through a fluke in timing or just plain luck, I'm fortunate enough to have now been behind the wheel of every single current Ferrari currently on sale. That's a rarity even for automotive journalists, and it's an honor I don't take lightly. Today's drive of the California marked a special occasion, since this was not just the only Ferrari I haven't driven, it's also an all-new kind of Ferrari.

The California is full of firsts: it's the first-ever front-mounted V-8-engined Ferrari, it's the first use of direct injection in a Ferrari, and it's Ferrari's first dual-clutch automated manual transmission. It's also the first Ferrari built on a modular architecture, and the first built on a new production line that is downright spooky in its modernity. I was able to tour the facility last month, and the California's production line is spotlessly clean, eerily quiet, and freakishly automated. On the one hand, computerized, precise mass production makes the California seem somehow less special; on the other, it ensures the highest level of quality. I think it's a worthwhile tradeoff, especially for a Ferrari that's inherently less special than some others.

2010 Ferrari California on exhibition.

Screeeetch -- less special? I mean the California no insult by that. It's the least expensive offering in Ferrari's stable, but that's only part of the reason why. The other reason is that I equate "special" with "insane." I, a certified automotive nutcase, adore the F430 for its insanity. I love the way it crackles and barks and screams. I love how it scares small children and grown men alike with its acoustic assault; how it accelerates and shifts with such violence that it renders its passengers hysterical. I love how its occupants are assaulted with the feel of every pebble on the road after luring them in with the sight and aroma of the world's finest materials.

Some, however, might find the F430 a bit much. For these people, Ferrari makes the California. The California is a softer, milder, less insane Ferrari. Ergo, it's less special to crazy people like me, but it's no less special in the real world. A grand tourer in the traditional sense of the word, Ferrari's hard-top convertible is smooth and luxurious. Its sound level and ride are sedate by Ferrari standards, and its cabin elegant and luxurious.

The 2010 Ferrari California car.

From the driver's seat, the experience is typical of today's Ferraris, which means a big red start button, a Mannetino controller on the steering wheel, and a paddle-shifted transmission. Upon first driving off, you notice that the suspension is supple, the gearchanges are smooth, and, like all modern Ferraris, the steering is Cadillac-overboosted and lacking in feel.

I drove the California in traffic for almost a hundred miles before I finally flung it into a corner-and became quickly aware that, like the 599 GTB and the 612 Scaglietti, it has two very distinct personalities. The California turns in with amazing immediacy-likely a result of having most of its weight between the axles. To that end, the V-8 is mounted completely aft of the front axle and the dual-clutch transmission is a transaxle mounted in the rear. Not much feedback comes through the steering wheel, and the brakes are somewhat wooden, but this is a car that knows how to dance. Chassis balance is spot-on perfect, serving up high-speed drifts that are easily controlled with the throttle.

The cool 2010 Ferrari California ride.

The dual-clutch transmission shifts with no interruption in power; it's nothing like the old F1's brutal, neck-snapping full-throttle shifts. But I actually prefer the single-clutch transmission, at least until Ferrari's software engineers get around to a Version 2.0. Even though the dual-clutch box provides mostly seamless shifts, making for more comfortable driving, it's not quite as well programmed as the old F1 box, and a few glitches are apparent. (Read my blog on Transmissions for more detailed information about the Ferrari dual-clutch transmissions.)

Like all modern Ferraris, the California's suspension is able to filter out small road surface irregularities without compromising body control. Lateral body control (lean in corners) feels, from the cockpit, to be nonexistent, but the suspension does allow a lot of brake dive.

2010 Ferrari California

The 453-hp, 4.3-liter V-8 is deeper in pitch and less sonorous in note than the F430's engine. The California's V-8 still uses a Ferrari's trademark flat (180-degree) crankshaft, so it sounds like two manic four-cylinders instead of the deep, distinctive burble that you get from 90-degree V-8s. The California's exhaust note is certainly impressive, but it achieves that more by virtue of its volume than its pitch, especially from inside the car. That's exacerbated when the transmission is in automatic mode-the lack of interruption in power during shifts makes the engine's note change sound just like a conventional automatic. I think Ferrari needs to program in a very quick misfire during shifts to interrupt the exhaust note momentarily. Other sports car manufacturers do this.

Speaking of fuel delivery interruption, one other area that could benefit from additional programming is at very light throttle openings. All modern cars cut fuel to the engine when you lift completely off the throttle-and the transition between very light load cruising and fuel-cutoff is quite rough in the California. It's especially noticeable when you're trying to coast down a hill or when you're in stop-and-go traffic, as it makes for considerable jerkiness. On the other hand, Ferrari has done a fantastic job of hiding the ticking sounds that high-pressure injectors make at idle. The injectors are located under a big, red, and gorgeous intake plenum, and the underside of the hood is lined with a sound-deadening material that makes the ticking almost completely inaudible. And lest we forget the important part-the California's big, wide, flat torque curve. This is a V-8 that never feels soft; it pulls hard from idle to its 8000-rpm redline.

2010 Ferrari California steering.

The California's navigation system is the same Harman/Becker unit used by Chrysler. It's a decent touch-screen unit with great usability, but the screen's resolution is a generation or two behind the best, so the map itself is of limited use. The sound quality is only fair (it doesn't come close to the JBL sound system in the Scuderia Spider 16M, for example), but the system offers easy-to-use Bluetooth phone integration, a hard drive for music storage, aux-in jacks, and full iPod integration.

The California also comes with two-zone climate control and air conditioning that kept the cabin cool even in 105-degree desert sun. The seats are supportive, and without exception every interior material is top-rate. The folding hard top refuses to rattle or creak, and even though it required a few ticks longer than Ferrari's quoted fifteen-second time to open or close, it's quick enough to operate if you're the first to arrive at a red light. The mostly aluminum structure is so incredibly robust that at no time did I notice any scuttle shake or chassis flex.

2010 Ferrari California interior.

The California looks best in darker colors, which help hide its homely rear end. The stacked exhaust pipes supposedly made more room for underbody airflow management, but they're not pretty. I also don't care for the frowning horizontal opening that contains the supplemental rear lights. Fortunately, the front of the California is far better resolved, although the car appears tall and narrow, rather than having the wide and low stance that one expects from a sports car. The long front overhang is very reminiscent of the Maserati GranTurismo, a more elegantly styled piece of automotive jewelry. As always, styling is subjective-you might look at the photos and love it.

Visibility to the rear is acceptable, and what can't be seen is detected by standard parking sensors. The trunk is easily large enough, at least with the roof up, to accommodate a large suitcase. The California's rear seats are 911-sized (meaning two things: the same size as the back seats in a Porsche 911, and that you'd have to dial 9-1-1 to have emergency personnel extract any adult who tries to squeeze into the back.) The rear seats can be replaced with a beautifully finished cargo shelf at no cost, but in either configuration, the space can be used for additional storage, and the California even offers a trunk pass-through for long items.

2010 Ferrari California

All of the usability means the California can easily be driven daily, and for long distances. That is, of course, the very purpose of a Gran Turismo. This Ferrari is a few programming issues short of true perfection-but the important stuff is all there. The California hits 60 mph in about four seconds, tears up back roads with impeccable balance, and cruises quietly, smoothly, and comfortably. It's an F430 with a Vulgarity Reduction Program, which is exactly what Ferrari set out to achieve and exactly what its buyers will expect. People like me will still prefer an F430, but those of sound mind, body, and pocketbook needn't look past the California in their search for a Maranello masterpiece.

This is a cool ride what do you think post your comments below.