Tuesday, February 9, 2010

2009 Aston Martin V8 Vantage

Aston Martin, freshly free of author Motor Company, is trying to become the incoming Porsche, a small, low-volume, high-profit sports car company, just as Porsche becomes the incoming dweller worker purchase up Brobdingnagian chunks of Volkswagen AG.

Take the V8 Vantage, Aston’s competitor for the 911. Please. Because if you hit a lot of money and a discernment of taste, the Vantage is worth kindness as an alternative to the Best Sports Car Ever. You can see this Porsche strategy in the 2009 V8 Vantage, a bonny two-seat coupe and auto that’s apace becoming an iconic luxury sports car design. Like Porsche with the 911, Aston won’t be updating the Vantage with facelifts every few years. The ‘09 V8 Vantage looks exactly same the ‘08 V8 Vantage, save for newborn 19-in. wheel designs and some interior tweaks.

The big change is under the hood. Aston Martin has bored and stroked the 4.3L V-8 (saying it has, in essence, fashioned a newborn block) to 4.7 L. Now it has 420 hp, up 11 percent, and 347 lb-ft of torque, up 15 percent. The newborn V-8 has thinner chamber liners, a newborn forged-steel crankshaft with newborn holes in the counter-weights for reduced rotating mass and better inter-bay breathing, newborn forged-steel connecting rods and cast-aluminum pistons, a newborn sump sportfishing for the dry-sump fill grouping and oil restorative points moved to the sides of the pump, from the front and rear. The chamber heads hit a newborn intake port and bigger inlet valves, accumulated 1 mm to 35. Aston has modified the intake increase to match the newborn port to optimize airflow. The engine ease comes from Ford’s Cologne, Germany, factory.

In the Vantage, the newborn V-8 is hurried and fast. Does it see 40 hp more than a 4.3L Vantage? Yes, marginally, though this is really the sort of thing that shows up better in helper testing. Punch the enrich in second, or especially third gear on brief Eiffel Mountain straights between tight turns, and it feels same you’ve got all the noesis you need. So did the old 4.3 — this is just more immediate, thanks to that higher force figure. The V-8 ease sounds docile around town, rorty under throttle.

Aston Martin also worked on the transmissions, modifying the aggregation and flywheel, reducing aggregation pedal efforts for the accepted six-speed manual and action 1.1 lb (for low rotating group and thus better engine responsiveness) with either the manual or the six-speed Sportshift twin-clutch automanual. Engineers remapped the Sportshift, but it still feels too slow (with no driver-operated programming system). The only way to drive it smoothly is to lift patch shifting, which really defeats the paddle-shifter’s purpose. The full manual feels nearly perfect, both stagehand and clutch, but the stagehand sits gangly on the edifice console, which causes a driver to elbow himself patch movement gears.

Aston has upgraded the suspension, too, including stiffer springs and accepted Bilstein dampers. Apparently responding to some criticism that the V8 Vantage was too soft, Aston has additional an optional Sports Pack, which includes forged lightweight alloy wheels (the five-spoke organisation is nice; there’s also a newborn 20-spoke design), uprated springs, and on the coupe a revised rear anti-roll bar.

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Car Mercedes-Benz

Mercedes-Benz has deftly redefined its mid-size offerings with the addition of a new E-Class option; the new E Coupe and Cabriolet are larger than outgoing CLK duo they essentially replace, and the Cabriolet has a trick up its sleeve.

Mercedes E-Class-Cabriolet-02

The E-Class family will now soon be available in sedan, coupe, cabriolet, and wagon bodystyles.

In a notably short (particularly in the current economic environment) period of time, Mercedes-Benz has all but completely revamped its E-Class lineup.

The convertible variant is scheduled to arrive at dealerships May 2010.


Those familiar with the current E-class will find very little surprising about the exterior styling on the cabriolet. Overall, the vehicle has a strong presence and solid stance.

The pronounced creases in the surfacing exude quality and refinement. It maintains its teutonic reservations, but appears quite confident and reassuring with a forward cant to the overall directionality of character and parting lines.

Mercedes E-Class Cabriolet Mercedes E-Class Cabriolet

Mercedes E-Class Cabriolet

An exercise in subtlety, the rocker's forward light catch is cleanly derived from the door shut line.

A body color tonneau/rear head restraint fairing furthers the lux-market feel of the car.

Rather than add the complexity and cost of a hard top, Mercedes has swathed the folding top with fabric–is this a touch of traditionalism?

The new-face E lamps, grill, and fogs are welcome. The tiny hockey-stick-shaped fog lamp elements may present a bit of whimsy, but combining them with the aggressive angles of the headlamps and markers makes for a unique DRG.

Mercedes E-Class Cabriolet

A possible failing in the graphics department is the tail lamp design; whilethe detailing is at (perhaps only barely) an acceptable level, there is a resemblance to contemporaries from Hyundai and Toyota.

This may be just a chicken-or-egg argument, but the similarity is undeniable and can't be pleasing to anyone in the Daimler camp.


A strong focus was put on making this a usable, comfortable driver with an emphasis on counteracting the usual caveats of convertibles–soft and hard top alike.

Innovations like the AirCap and the familiar AirScarf ensure that this will be what Mercedes refers to as "a 4-seater for all 4 seasons".

During top-down cruising, the AirScarf will keep your neck warm while the AirCap keeps cabin turbulence and noise in check.

Mercedes E-Class-Cabriolet-08 Mercedes E-Class-Cabriolet-09 Mercedes E-Class-Cabriolet-03

Initial reactions to seeing the AirCap in action will be mixed as it isn't the most handsome of devices, though there's little doubt that it will perform its duties admirably.

Protruding from the top of the windshield frame, it appears to serve as a windbreak that works in conjunction with a not unusual-looking screen between the rear headrests to create a pocket of calm air in the passenger compartment.

At the time of its introduction to the US market, only two engines will be made available.

The E350 will be powered by a 268HP 3.5-liter V6; opting for the 382HP 5.5-liter V8 will earn you the E550 badge.

(Source: Mercedes-Benz)

Car Maruti Suzuki

Even at such global crisis, Maruti Suzuki recently launched their much talked about A-Star, which comes loaded with a 998cc KB Series 3 cylinder engine, a peak power of 67/6,200(PS/rpm). A impressive peak torque of 90/3500(Nm/rpm) and will shift its gears 5 times.

Maruti Suzuki A-Star

Maruti Suzuki A-Star

Maruti Suzuki A-Star

E-Sphyra Concept

E-Sphyra is a working prototype of a racing sportscar created by a team of students from the French Belfort-Montbéliard University of Technology. Among the features are the electric powertrain, a weight of 800 kg and a fiberglass body.

E-sphyra is a concept created by a team of students from the Belfort-Montbéliard University of Technology(Montbéliard, North-East of France). The aim of the project wasto develop a sports car with a modern design that would be performance-oriented and integrate new technologies.

E-Sphyra Concept Rendering E-Sphyra Concept Rendering

The electric powertrain features a rear-mounted motor which delivers a total output of 100 KW, while the total weight of just 800 kg allows to achieve a power-to-weight ratio of 125W/kg.

car Peugeot 908 RC

Peugeot has released the first images and information about the 908 RC Concept, a luxurious touring interpretation of the racing car of the future that will be unveiled at the Paris Motor Show. For the moment, only photorealistic renderings are avalable.

Concept and Design

Peugeot 908 RC Concept

The original idea was to create a limousine with an imposing style that offered its four occupants a new driving sensation.

The final design, however, is an uncompromising car that combines dynamic performance, comfort, luxury and environmental protection.

The 908 RC is targeted at a very upmarket virtual customer, naturally accustomed to a very high level of luxury but above all passionate about their motoring and its history, but also in search of innovation coupled with assertive styling and uncompromised driving pleasure.

Peugeot 908 RC Concept

"The raison d'être of any concept car is to explore new ideas and to test those ideas in an attempt to create the ultimate solution. Know-how and passion, combined with imagination then become the motive force that turns dreams into reality. The Peugeot 908 RC evokes passion and imagination to allow us to dream but it will also have a serious side."

The vehicle is built around a pre-impregnated carbon composite and vacuum-polymerised aluminium honeycomb structure.

The rear section is a self-supporting shell incorporating a sub-frame consisting of a tubular structure on which the engine and suspension are assembled.

Peugeot 908 RC

The originality of the 908 RC resides in its compact design, with the engine arranged in a rear central transverse position.

Similarly the compact 6-speed electronically controlled sequential gearbox has been specially adapted to withstand the phenomenal torque, and is located under the engine.

The position of the power train allows the creation of a large-capacity boot, situated behind the final drive assembly and therefore not encroaching on the generous interior space of the passenger compartment.

Peugeot 908 RC
Peugeot 908 RC

This design also allows the driving position to be moved forward, maximising the driving experience for both the driver and the passengers.

Interior Design

Peugeot 908 RC interior design

The ambience inside the 908 RC is the result of meticulous attention to detail on the part of the car's designers.

Thanks to a forward-positioned passenger compartment made possible by the car's architecture, and a large glazed surface area of 3m2, occupants are truly at one with the road and the passing landscape.

The special shape of the huge front windscreen allows a completely unimpeded field of vision (as on the RC concept cars).

The front windscreen stretches back behind the driver's head, as far as the B/C post where the glazed roof begins.

Peugeot 908 RC interior design

This gives both front and rear passengers a sense of being at one with the outside environment. Unequalled brightness and visibility combine with a generous interior space, complete with four independent seats, helping to create a truly exceptional ambience.

The light and flowing style of the interior, combined with the latest technology ensures purity of the design and a comfortable interior.

For example, all vehicle functions (radio, MP3 player, satellite navigation, four-zone air conditioning, etc) can be easily controlled by means of a large touch screen - the Man/Machine Interface (MMI).

Peugeot 908 RC interior design

The MMI is also accessible to the rear passengers, thanks to a multimedia screen positioned on the centre console separating the two rear seats.

The high-quality materials and interior finish of the 908 RC create an atmosphere that is both luxurious and timeless.

The passenger compartment features dark oak surrounds, integral amethyst-grey leather trim, polished aluminium inserts, touches of chrome, and a Bell&Ross clock: everything stimulates the senses of touch, sight and smell. Practical aspects have not been overlooked either.

Numerous storage spaces, in addition to the large air conditioned glove box, are located in the door panels and also in the front and rear consoles.

Engine and architecture

Peugeot 908 RC engine

The 908 RC owes its name to its engine: the Peugeot V12 HDi DPFS, which will power the racing version of the 908 that is planned to take part in the "Le Mans Race Series" programme in 2007.

The engine has a capacity of 5.5-litres and offers a level of performance unprecedented for a diesel engine, with a maximum power output greater than 700bhp and, above all, an exceptional torque in excess of 1200Nm. With a 100° V angle architecture, the engine's centre of gravity is as low as possible. Two particulate filters are located at the end of each exhaust system ensuring the car's environmentally-friendly credentials.

The abbreviation "RC", used to designate sports models in the Peugeot range in mainland Europe, also refers to the RC and RC concept cars which made their appearance in 2002 and whose architecture served as an inspiration during the design of this innovative project.

Technical Highlights

Both at the front and the rear, the car features a drop link double wishbone type suspension, derived from the 407.

Braking is by means of four monobloc ceramic carbon composite discs which reduce weight and improve thermal efficiency. The wheels are fitted with Michelin Pilot Sport PS2 255/35 R20 tyres at the front and 285/30 R21 at the rear.

The car's aerodynamics have been particularly fine-tuned to attain an excellent drag coefficient of only 0.556. The air ducts were designed in a wind tunnel to optimise the car's performance and fuel consumption, while ensuring the necessary cooling of the power train.

A two-part front air intake directs air to cool both of the engine's radiators and also improve the car's aerodynamic performance by controlling the internal and external flow by means of the black anodised aluminium vents located upstream of the front wheels.

Air is provided to the engine by means of vents located in the rear quarter panels.

Air is also directed from the rear wheel arches, through the two intercoolers for the turbochargers and then out through the visible vents behind the wheel arch.

A controllable rear spoiler incorporated into the boot lid can be raised by the driver to improve road holding.

The flat under floor and diffuser enhance further the aerodynamic efficiency of the 908 RC.

Thursday, February 4, 2010

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