Honda is on Charge
by Mark Creese
To all intents and purposes Formula One should be the most exciting sport on Earth. Just one look at the key ingredients that concoct this sport has me salivating with excitement. Firstly you have a global giant of the car world such as Honda breaking away from the hatchback market and producing nearly 1,000bhp in a car that weighs less than the original Mini. Secondly this outlandish performance is put in the trust of 20 of the most skilled drivers on the planet, who are only ever 2-3 seconds away from a high speed shunt. Thirdly, the races take place in the most exotic locations around the world, including: Bahrain, Monaco, Brazil, Australia and Singapore. Why oh why then is it so dull?
As a child I'd drag myself out of bed at 3am just to watch a Friday practice, before repeating the feat for Saturday qualifying and Sunday race day. I knew all the drivers statistics, why rear down force shouldn't be an issue around the Hockenheim circuit and the past winners of the championship for 50 years. Much like a lot of the population I've tired in recent years of no overtaking, the same winners and consistent rule changes that try and fail to re-ignite excitement. Michael Schumacher was the greatest driver in the history of the sport but his constant winning also destroyed my love for it.
Then there was the tobacco sponsorship ban of a few years ago. Such a furore was made over banning the cancer-givers that the sport's focus was lost. So what that I fancied a cigarette after watching 'Marlboro' on Schumacher's car cross the winning line again, the advertising really wasn't the root of the problem Formula One was suffering.
Not content with banning cigarettes, overtaking had to be improved (or at least occur once in a race). So cars were slowed down and made more difficult to drive. The result? The best drivers were still in the fastest cars and could cope far better than the weaker drivers already in cars to suit their abilities. The emergence of Lewis Hamilton last year has certainly gone some way to undo the monotony of the now-retired Schumacher era. Not only is he the first black driver in Formula One, but he's super-quick - if a bit erratic.
Problem is that even if we overlook the unsolved overtaking problem, the President of the Fédération Internationale de l'Automobile (FIA) Max Mosley's sexual preferences, constant rule changes and Lewis's efforts to promote the sport, there's one massive problem that looms like an Eagle over its prey - global warming. With the Earth dying thanks to mankind's greed it seems everyone from every walk of life is being encouraged to recycle, use less energy and travel using green transport. I guess doing four miles to the gallon at 200mph every other weekend, with hundreds of articulated lorries, private jets and motor homes in tow doesn't quite reflect that Formula One is listening.
Well maybe Honda has got the hint with their 'Earth' car from the 2007 season. Sponsorship free and painted with the planet Earth on it, Honda sold every pixel on its livery with each donation helping towards climate change. This season's car has continued with promoting the dangers of climate change in a more subtle manner and once again no sponsorship - wise when you consider the car was previously run by BAT - British American Tobacco.
Ok so you like Formula One, you love Honda, support Jenson Button (although you agree he's not much cop) and therefore want to reflect this in your everyday life - whilst saving the planet. The answer is a simple three words - Honda Civic Hybrid. Yep Honda has produced an eco-friendly car that doesn't need plugging into the wall, look stupid or cost the earth. The Honda Hybrid looks like any other saloon which when you consider the stylings of most electric or hybrid cars is a major plus point. Road Tax in the United Kingdom is stupidly expensive so having to fork out a mere £15 a year for driving the Civic Hybrid is probably all the encouragement you'll need to buy one. The other justification for buying one is that other than great fuel economy thanks to the electric motor doing a fair proportion of the work, it's actually a good drive. Yes it's not a 0-60mph monster but every other aspect is as you'd expect from a car from the Civic range - it's a main contender in the green race.
So there you have it, buy a Honda Hybrid and watch Formula One guilt free. Now if Jenson could just overtake someone…
Subaru keeps its cool on EV batteries
By IAN PORTER
SUBARU’S Takaski Suzuki dismisses as “nonsense” the struggles other car-makers are having keeping their lithium-ion batteries cool.
“We have no cooling on the Plug-in Stella because our batteries have good heat dissipation,” he said in Melbourne.
Other companies have had to devote considerable resources to keeping the batteries in their electric vehicles cool as they are charged and discharged.
“Having to cool the batteries is nonsense,” he said.
Mr Suzuki said that was one reason why Subaru chose the laminated lithium-ion batteries produced by a joint venture between Nissan and Japanese electronics giant NEC.
The batteries are thin and flat and are assembled into modules of 12 cells.
Mr Suzuki said the way the cells had been assembled meant the temperature did not fluctuate much, even when the batteries were being charged rapidly.
However, Subaru has designed-in a fail-safe system in case high ambient temperatures combine with heavy use of the Stella to threaten the integrity of some of the other components in the system.
There are several stages in the warning system, starting with a light on the dashboard, which advises the driver to slow down.
If heavy use continues, the system will restrict the batteries to 80 per cent of output, and output will be further reduced if there is no drop in speed.
The Stella can be recharged two ways. First, a 240-volt household socket in Australia will give a complete charge in four hours.
There is also a rapid-charge system using an industrial-strength plug and, Mr Suzuki said, clever Subaru current management systems. This delivers an 80 per cent charge in 15 minutes, good enough for a range of 65km in a cycle driving cycle.
He said the rapid charge was done using 400 volt DC current at 100 amps, equivalent to 40kW.
“This is an extremely high rate. Only Subaru can recharge this fast,’’ Mr Suzuki said.
Subaru chose the lithium-ion batteries, despite their cost. Mr Suzuki said they were selected because they had the best energy density, meaning they contained more energy than other batteries for a given volume inside the car.
“Lithium-ion batteries are two-thirds the size of nickel-metal-hydride batteries and only two-fifths the size of lead acid batteries,” he said.
He said they were expected to last 10 years, but admitted they were expected to lose about 20 per cent of their storage capacity after six years.
He said that, while they could not yet be recycled, it would be possible to apply used car batteries to other storage functions, such as wind farms.
Mr Suzuki said electric cars were much more energy efficient than normal vehicles with internal combustion engines.
He said that, as little as 15 per cent of the energy in petrol gets to the drive wheels, thanks to heat losses in the engine and mechanical losses as high as 30 per cent in the gearbox and drive train.
Even with the heat losses inherent in a coal-fired power station, electric cars ended up well ahead.
Mr Suzuki said the power station captured 52 per cent of the energy in coal and sent that into the grid. About 95 per cent of that energy reaches the wall plug in the garage.
Of the electricity put into the Stella, 92 per cent of it reaches the wheels, which means that around 45 per cent the energy in the coal that went into the power station actually was used to drive the Stella.
The eight per cent loss in electricity in the Stella was due to mechanical losses caused by the single reduction gear and the differential.
SUBARU’S Takaski Suzuki dismisses as “nonsense” the struggles other car-makers are having keeping their lithium-ion batteries cool.
“We have no cooling on the Plug-in Stella because our batteries have good heat dissipation,” he said in Melbourne.
Other companies have had to devote considerable resources to keeping the batteries in their electric vehicles cool as they are charged and discharged.
“Having to cool the batteries is nonsense,” he said.
Mr Suzuki said that was one reason why Subaru chose the laminated lithium-ion batteries produced by a joint venture between Nissan and Japanese electronics giant NEC.
The batteries are thin and flat and are assembled into modules of 12 cells.
Mr Suzuki said the way the cells had been assembled meant the temperature did not fluctuate much, even when the batteries were being charged rapidly.
However, Subaru has designed-in a fail-safe system in case high ambient temperatures combine with heavy use of the Stella to threaten the integrity of some of the other components in the system.There are several stages in the warning system, starting with a light on the dashboard, which advises the driver to slow down.
If heavy use continues, the system will restrict the batteries to 80 per cent of output, and output will be further reduced if there is no drop in speed.
The Stella can be recharged two ways. First, a 240-volt household socket in Australia will give a complete charge in four hours.
There is also a rapid-charge system using an industrial-strength plug and, Mr Suzuki said, clever Subaru current management systems. This delivers an 80 per cent charge in 15 minutes, good enough for a range of 65km in a cycle driving cycle.
He said the rapid charge was done using 400 volt DC current at 100 amps, equivalent to 40kW.
“This is an extremely high rate. Only Subaru can recharge this fast,’’ Mr Suzuki said.
Subaru chose the lithium-ion batteries, despite their cost. Mr Suzuki said they were selected because they had the best energy density, meaning they contained more energy than other batteries for a given volume inside the car.
“Lithium-ion batteries are two-thirds the size of nickel-metal-hydride batteries and only two-fifths the size of lead acid batteries,” he said.
He said they were expected to last 10 years, but admitted they were expected to lose about 20 per cent of their storage capacity after six years.
He said that, while they could not yet be recycled, it would be possible to apply used car batteries to other storage functions, such as wind farms.
Mr Suzuki said electric cars were much more energy efficient than normal vehicles with internal combustion engines.
He said that, as little as 15 per cent of the energy in petrol gets to the drive wheels, thanks to heat losses in the engine and mechanical losses as high as 30 per cent in the gearbox and drive train.
Even with the heat losses inherent in a coal-fired power station, electric cars ended up well ahead.
Mr Suzuki said the power station captured 52 per cent of the energy in coal and sent that into the grid. About 95 per cent of that energy reaches the wall plug in the garage.
Of the electricity put into the Stella, 92 per cent of it reaches the wheels, which means that around 45 per cent the energy in the coal that went into the power station actually was used to drive the Stella.
The eight per cent loss in electricity in the Stella was due to mechanical losses caused by the single reduction gear and the differential.
The 2009 Caparo T1
Even this supercar had been involved in a fiery incident with a Fifth Gear host, scared the Top Gear’s Jeremy Clarkson and is generally completely impractical, the 575hp (429kW) Caparo T1 still exudes a sort of animal magnetism.The 1000hp/tonne power-to-weight ratio doesn’t hurt the experience. That’s roughly double the ratio of the Bugatti Veyron, and enough to rocket the car to 60mph (96km/h) in less than 2.5 seconds, and on to 100mph (160km/h) in under 5. But perhaps the most impressive stats of the Caparo T1 are the lateral and braking force figures: up to three times the force of gravity throws the driver left, right and forward.
This supercar full details on the 2009 version of the car have yet to be released, but Caparo has revealed five new levels of specification will be available. The entry-level variant is a stripped-down race track-only version, while a Race Extreme variant gets upgraded electronics, the most powerful engine package fully carbon brakes and super-lightweight magnesium wheels.
Source: Motor Authority
Looking forward to testing
Now that I have invested in lots of bits and pieces to make the car's handling better the next stage is testing. A day at the track will be crucial for making adjustments and seeing the effect of these changes on the car's handling. Since last season I have made the following changes:
- Replaced the springs and dampers with coilovers
- Changed the Sapphire hubs for 3 door hubs with different steering geometry
- Changed the track control arms for 3 door items
- Replaced the rubber engine mounts with alloy
- Replaced the original steel and rubber diff mount for alloy/poly
- Replaced all the original rubber bushes with poly
- Added eccentric top mounts for a little extra camber and caster adjustment
- Raised the ride height
- Adjusted the toe in
- Moved from rubbish EBC brake pads to serious Ferodo DS3000
Maybach to unveil new high-flying luxury flagship Zeppelin at Geneva
By BYRON MATHIOUDAKIS
LUXURY car buyers seeking a higher level of salubriousness and exclusivity can now order the Maybach Zeppelin.
To be unveiled at the Geneva motor show in March, only 100 Zeppelins will be produced, with deliveries slated from September.
Based on the ‘S’ version of the standard-wheelbase 57 and long-wheelbase 62 models, the Zeppelin ups the power ante of the tweaked twin-turbo 6.0-litre V12 petrol engine from 450kW to 471kW, while torque remains the same at 1000Nm.
Exterior changes are subtle, extending to larger (20-inch) chrome-finish alloy wheels, more streamlined door mirrors for reduced wind noise, darkened tail-lights, special two-tone paintwork, and the word ‘Zeppelin’ inscribed under the Maybach emblem.
Inside, buyers will be able to order a special perfume dispenser costing around A$8000 to discreetly releases a fragrance of the owner’s choice, among a variety of high-end equipment designed to make life inside the Zeppelin a gas.
Champagne flutes, a partition screen on 62 models, diamond-quilted seat covers and lambskin carpets are also part of the Zeppelin package. Mercedes-Benz Australia communications manager David McCarthy said no pricing details were available, and no Zeppelins had been earmarked for Australia for the time being, but the order book was open for those wanting the ultimate Maybach experience.
The original Maybach was formed in 1909, supplying engines for German aircraft and rail machinery manufacturer Luftschiffbau Zeppelin GmbH. It spread into automobile making from 1921 to 1940, using the Zeppelin nomenclature from about 1930 to 1937 for its 12-cylinder DS 7 and DS 8 flagship models.
LUXURY car buyers seeking a higher level of salubriousness and exclusivity can now order the Maybach Zeppelin.
To be unveiled at the Geneva motor show in March, only 100 Zeppelins will be produced, with deliveries slated from September.
Based on the ‘S’ version of the standard-wheelbase 57 and long-wheelbase 62 models, the Zeppelin ups the power ante of the tweaked twin-turbo 6.0-litre V12 petrol engine from 450kW to 471kW, while torque remains the same at 1000Nm.
Exterior changes are subtle, extending to larger (20-inch) chrome-finish alloy wheels, more streamlined door mirrors for reduced wind noise, darkened tail-lights, special two-tone paintwork, and the word ‘Zeppelin’ inscribed under the Maybach emblem.
Inside, buyers will be able to order a special perfume dispenser costing around A$8000 to discreetly releases a fragrance of the owner’s choice, among a variety of high-end equipment designed to make life inside the Zeppelin a gas.
Champagne flutes, a partition screen on 62 models, diamond-quilted seat covers and lambskin carpets are also part of the Zeppelin package. Mercedes-Benz Australia communications manager David McCarthy said no pricing details were available, and no Zeppelins had been earmarked for Australia for the time being, but the order book was open for those wanting the ultimate Maybach experience.The original Maybach was formed in 1909, supplying engines for German aircraft and rail machinery manufacturer Luftschiffbau Zeppelin GmbH. It spread into automobile making from 1921 to 1940, using the Zeppelin nomenclature from about 1930 to 1937 for its 12-cylinder DS 7 and DS 8 flagship models.
Coilovers and diff mount and brake pads
Today I fitted the Gaz Gold rear coilovers on the car. The rears seem to rub on the inside of the turrets. I'm not sure if this will happen when the car is at the correct ride height. The fronts are fine. The Gaz Gold coilovers should allow for quick ride height adjustment and simple spring replacement.
I also replaced the original Ford differential mount for an alloy unit with a poly centre mount. I hope this, combined with the polyurethane beam mounts should make for a stiffer rear beam with less flex.
For the 2009 season I am giving up crap brake pads. Redstuff fall to pieces, Yellowstuff turn to rock and the cheap OMP pads I have used have been pretty good. But this season I'll be using DS3000 pads by Ferodo - these from the nice people at Burton Power.
Here's the original diff mount and the alloy unit in place ready to be fitted:
Front coilovers:
And the rear suspension with springs and dampers removed, and new coilovers in place:
You can see the eccentric top mounts on the tops of the front coilovers sitting in the turrets in this pic, and the second pic shows the location inside the turret top:
Yellow stuff pads off the front and DS3000 pads on.
I also replaced the original Ford differential mount for an alloy unit with a poly centre mount. I hope this, combined with the polyurethane beam mounts should make for a stiffer rear beam with less flex.
For the 2009 season I am giving up crap brake pads. Redstuff fall to pieces, Yellowstuff turn to rock and the cheap OMP pads I have used have been pretty good. But this season I'll be using DS3000 pads by Ferodo - these from the nice people at Burton Power.
Here's the original diff mount and the alloy unit in place ready to be fitted:
Front coilovers:
And the rear suspension with springs and dampers removed, and new coilovers in place:
You can see the eccentric top mounts on the tops of the front coilovers sitting in the turrets in this pic, and the second pic shows the location inside the turret top:
Yellow stuff pads off the front and DS3000 pads on.
Sump re-fit
I bought a cheap gasket off Ebay, fitted the new baffle from Burton power into the sump then refitted it. Then I didn't like the fit so I bought a Cometic sump gasket which comes with the original Ford seals. And re-fitted it. I hate doing a job twice but I'm satisfied that the new gasket is good. It doesn't seem to leak - we'll see what it's like in use.
Here's the sump with the new baffle in place:
I also fitted stiffer metal engine mounts:
Here's the sump with the new baffle in place:
I also fitted stiffer metal engine mounts:
Suspension upgrades
Instead of stressing about ride height, spring rates, damper settings and suspension issues I bit the bullet and spent some cash today. Many thanks to Mark at Gaz Shocks who made me up a set of coilovers (I won't worry too much about the spring rates being wrong on the back). The Gaz Gold coilovers are height adjustable and the springs are easy to change. The dampers can be adjusted for stiffness but the ratio between bump and rebound is fixed. This should give me less camber, proper ride height and less roll. I'll fit them tomorrow and they'll be on the car when I do some testing.
I also need to thank Tony at Compbrake for the fast postage on these eccentric top mounts which look really well made and I hope will go straight into the turrets without any fuss. I'll fit these tomorrow as well. Compbrake supply race spec brake calipers, discs and other ancillaries and seem like a very professional outfit.
Spring rates are 550 front, 250 rear. I ordered 275 but I'll see how I get on with the 250 for now.
Here's a front leg, back leg and eccentric top mount:
Contacts:
Tony @ Compbrake www.compbrake.com 077702 10881
Mark @ Gaz Shocks www.gaz-shocks.co.uk 01268 724585
I also need to thank Tony at Compbrake for the fast postage on these eccentric top mounts which look really well made and I hope will go straight into the turrets without any fuss. I'll fit these tomorrow as well. Compbrake supply race spec brake calipers, discs and other ancillaries and seem like a very professional outfit.
Spring rates are 550 front, 250 rear. I ordered 275 but I'll see how I get on with the 250 for now.
Here's a front leg, back leg and eccentric top mount:
Contacts:
Tony @ Compbrake www.compbrake.com 077702 10881
Mark @ Gaz Shocks www.gaz-shocks.co.uk 01268 724585
The 2009 TTRS Season
Well the season looks simple but I'm very impressed at the low cost, high value year ahead. Six events with two races at each event and £100 per race means the season will cost £1200 in race fees. The dates and locations are:
- Brands Hatch 15/03/09
- Donington National 18/04/09
- Snetterton 13/06/09
- Cadwell 28/06/09
- Oulton Park 08/08/09
- Silverstone 02/10/09
So I have five weeks from time of writing til the first race. And only six race dates with qualifying and two races on each of these days.
The race fees work out to around £5 a minute of racing.
Volkswagen Golf R20T
Volkswagen first hinted at a new high-performance version of the Scirocco coupe when it revealed the GT24 race concept back at the Austrian Wörthersee Tour tuning show in May, but in what form the car will finally come to production is still up in the air. A report from AutoExpress suggests that the Volkswagen brand has finally succumbed to pressures by canning the 3.2-litre naturally aspirated V6 in favour of its trusted 2.0-litre turbo. This move applies to the range-topping Golf which is not the GTI but the R32. What's more is that the name R32 will disappear along with the engine to which it referred. Instead the car will likely be called the R20T and its chief rivals will be the Ford Focus RS, VW Group cousin the Audi S3 and the Subaru Impreza STI.According to CAR, the new R20T will go on sale in Europe in early 2010 and will closely match the styling of the GT24 race concept. Key features likely lifted from the concept include the aggressively styled bumper with larger intakes and unique fog lights, as well as the slightly wider fenders and lower ride height.
By tweaking the 2.0-litre's ECU about 270bhp (201kW) can be extracted, which is similar to the Audi S3's power output of 265bhp from the same engine. A high-performance Scirocco R20T is also expected to use the same engine. The car will not only have more power than the current V6's 250bhp (186kW) but also weigh less as a result of the smaller engine. Thus improved performance overall and fewer C02 emissions can be expected. Whether a 4WD system or FWD will be used remains to be seen. However two gearboxes will be mated to whichever system is chosen, these being the 6-speed manual and DSG.
Styling is likely to be similar to that of the GTI and include LED daytime running lights, a sportier front bumper, flared wheel arches, and an underbody diffuser. The twin pipes located at the rear bumper centre remain in place but because the V6 is no more a similar sound will be engineered.
Costs
It's been a while since I posted an update of costs. Most people I know who race have warned me that looking at the total, or even making a total, is bad. And they're right. Here are some key items that I have bought for the car since the end of the 2008 season. Nothing here is exotic but you can see how the costs mount up:
- Polybushes £165
- Braided brake lines £70
- Oil £40
- 3 door front hubs £75
- Brake fluid £12
- Oil filter £5
- 3 door TCAs £60
- DS3000 brake pads £123
- Sump baffle £134
- Oil £40
- Brake fluid £12
- 2009 club registration £100
- 8 long wheel studs £17
- ARDS licence renewal £51
- Wheel nuts £20
- Engine mounts £90
- Diff mount £90
- Cometic sump gasket £35
- Alloy strut brace £30
Total is £1,169, and that's just on a few bits and pieces. Total spend on car, trailer, maintenance, bits and pieces, clothing, fluids, etc. is £17,353. So you can see how easily the money gets spent. Remember that I am at the budget end of racing, and most of my bits come from Ebay.
GT-R Updated Launch Control
Nissan had updated the software that governs the GT-R’s launch control and was instructing all of its dealers to reprogram every vehicle in dealer inventory that had yet to be sold with the new software in a bid to keep additional transmissions from grenading. The changes to the new software including limit the maximum RPM that the car will sustain with the VDC switched off to around 3,500, a big reduction from the 4,500 limit of the old programming. Additionally, the software update adds a new, safer form of launch control that allows takeoffs at 3,000 RPM while the VDC remains active.
We have some good news to share with Godzilla owners that are contemplating whether or not to have their cars updated with the new software. A bone-stock GT-R with the reprogramming has been timed at 11.34 @ 194.5km/h with an excellent -1.69-second 0-100 time. That result compares rather favorably with quarter-mile runs recorded by cars with the initial launch control programming.
SsangYong avoids bankruptcy
By DAVID HASSALL
South Korean court ends Chinese control, but SsangYong remains under a cloud
SSANGYONG today escaped bankruptcy and has been given protection from its creditors by a South Korean court.
But while the court accepted SsangYong’s bankruptcy protection application and wrested control from its Chinese owner, analysts are not confident that the company can recover in the current economic climate after posting four loss-making quarters on plunging sales.
The Seoul Central District Court appointed former Hyundai president Lee Yoo-il to manage the company alongside SsangYong’s director of finance planning, Park Young Tae.
With the car industry suffering its worst downturn in decades and SsangYong being reliant on less fuel-efficient SUVs – the luxury Chairman is its only sedan – analysts say the company may be unable to trade out of trouble or attract sufficient investment.
Left: Sports Dual-cab Tradie and Kryon.Majority owner SAIC Motor Corp, one of China’s top Chinese automakers, with links to GM and VW, has shown little inclination to prop up the debt-burdened SsangYong operation, which filed for bankruptcy protection on January 9.
The court said its decision does not necessarily guarantee SsangYong’s survival.
“A revival requires the company’s own efforts, including strong restructuring, and the concession of creditors,” said the court in a statement. “If its own effort is not enough, the revival process will be abolished.”
Judge Hong Junho said the court had considered the impact of SsangYong’s possible failure on parts suppliers and the overall job market in Asia’s fourth-largest economy.
Under court management, SAIC will relinquish control of SsangYong but maintain rights to some other SsangYong assets.
“SAIC cannot sell or transfer SsangYong’s assets and make other major management decisions, although the top stakeholder can sell its stake outside the market,” said the judge.
SAIC paid $US500 million ($A768 million) for 49 percent of SsangYong in 2004 and pumped in another $US45 million ($A69 million) late last year, but valued its 51 percent stake as of the end of November at $US271 million ($A416 million).
SsangYong shares have been suspended since January 12, when it filed for bankruptcy protection.
Ssangyong, which is South Korea’s smallest car-maker but its first big corporate casualty, employs 7100 workers and its 200-plus suppliers employ around 90,000 people.
It sold fewer than 100,000 vehicles globally last year, including only 1372 in Australia.
Aston Martin One-77
Aston Martin has released the first image of its newest flagship – the limited edition One-77. Details are scarce, but the One-77 will be powered by a hand-built 7.0-liter V12 nestled inside an aluminum and carbon fiber chassis. 0-60 times are estimated at 3.5-seconds, with a top speed cresting 200 mph.
77 examples of the £1 million coupe will be produced and customers will be able to customize the bespoke supercar to meet their individual tastes. The One-77 will be revealed later this year (Paris?) and will go on sale shortly afterwards.
This will be the first all-new vehicle from Aston Martin produced after the brand was sold by Ford to a group of investors spearheaded by Prodrive's David Richards. We're also curious to know if the One-77 will play a part in Project Alligator, the rumored collaboration between Aston and Mercedes-Benz. All details will be revealed in due time. Until then let your eyes feast on the only image we have of the upcoming One-77 supercar.
Selling million-dollar supercars isn’t as easy as it used to be. While Lamborghini quickly offloaded its small run of seven-figure Reventons and Bugatti has gone through the bulk of its Veyron production, Aston Martin may be finding it a bit more difficult to separate the obscenely wealthy from their millions.The One-77 is the big-ticket supercar in question, to be built in a limited run of 77 examples, with only six headed to the US, five staying in the UK and the remaining 66 ending up in the Emirates and dispersing around the world. Previous reports circulating the interwebs suggested that the entire production run sold out almost immediately – before the car was even fully unveiled – but those reports may have been misleading. Although 100 potential customers reportedly expressed interest in acquiring the uber-supercar, the order books have apparently yet to be filled with buyers who’ve plunked down the £200k deposit. But even in this economy, they’re bound to sell out soon, so if you’ve got the cash to spare, you’d better act fast. Like, 700-horsepower supercar fast.
Hydrogen Engine Conversion to Save on Gas : Hydrogen hybrid cars 2008
Hydrogen Engine Conversion to Save on Gas
by Arthur Maxwell
Have you always questioned your friends who are able to successfully save money on gas? Well, using Hydrogen engine conversion to save on gas is no secret to many car owners today. Checking out forums or surfing the internet to learn about cars and the latest technology available with give you news and updates on this system. So do not be surprise when you hear stories of people saving hundreds or even thousands of dollars through the use this system. It is true, using a hydrogen engine conversion allows you to save on gas and make large savings as a result. This system enables you to run your car on water and improve its fuel efficiency by more than 40% each time. This engine conversion acts as a supplement to your car's existing engine and can be easily removed or re-attached. In other words, you will not need to worry about warranty issues as no major modifications are made to your car's system. This technology was developed by a researcher named Dennis Klein, who found that sufficient energy can be generated for the car to move by this installation. Chemical processes taking place in the hydrogen engine conversion system helps to improve gas efficiency as well as allow car owners to enjoy higher car mileage. Using this system, you will be replacing expensive petroleum with the cheaper alternative of water and successfully save money on gas. Water used is extracted for HHO, a stable gas that later undergoes combustion to produce energy, water and oxygen. In addition, the water present acts as a cooling agent that ensures that the temperature of the engine and surrounding parts do not get overheated. It simultaneously helps to remove unwanted dirt from parts are connected to the hydrogen engine conversion system. As such, not only will you be able to save money on gas as you use more water than petrol or diesel, you can also reduce the occurrence of engine faults and save trips to the car mechanic's work shop. Installing a hydrogen engine conversion is a quick and hassle free process. All you need to do is pick a day and drop by your local hardware store to pick up the tools and materials needed. They should be short listed in the conversion kit that you have invested in, and following the simple guidelines provided, you should complete the installation in less than half a day. The good thing is that you can be a mechanical idiot and still succeed in the process. Unlike purchasing Hybrid cars which require you to pay tens of thousands for built in and top quality systems, a hydrogen engine conversion system will be the cheaper alternative that can also give you sufficiently good results. As such, installing a hydrogen engine conversion system is a pretty simple procedure that does not cost much. The multiple benefits that it promises also make it sufficiently clear why it has become a popular choice among car owners who wish to make savings amidst the rising fuel prices today.
by Arthur Maxwell
Have you always questioned your friends who are able to successfully save money on gas? Well, using Hydrogen engine conversion to save on gas is no secret to many car owners today. Checking out forums or surfing the internet to learn about cars and the latest technology available with give you news and updates on this system. So do not be surprise when you hear stories of people saving hundreds or even thousands of dollars through the use this system. It is true, using a hydrogen engine conversion allows you to save on gas and make large savings as a result. This system enables you to run your car on water and improve its fuel efficiency by more than 40% each time. This engine conversion acts as a supplement to your car's existing engine and can be easily removed or re-attached. In other words, you will not need to worry about warranty issues as no major modifications are made to your car's system. This technology was developed by a researcher named Dennis Klein, who found that sufficient energy can be generated for the car to move by this installation. Chemical processes taking place in the hydrogen engine conversion system helps to improve gas efficiency as well as allow car owners to enjoy higher car mileage. Using this system, you will be replacing expensive petroleum with the cheaper alternative of water and successfully save money on gas. Water used is extracted for HHO, a stable gas that later undergoes combustion to produce energy, water and oxygen. In addition, the water present acts as a cooling agent that ensures that the temperature of the engine and surrounding parts do not get overheated. It simultaneously helps to remove unwanted dirt from parts are connected to the hydrogen engine conversion system. As such, not only will you be able to save money on gas as you use more water than petrol or diesel, you can also reduce the occurrence of engine faults and save trips to the car mechanic's work shop. Installing a hydrogen engine conversion is a quick and hassle free process. All you need to do is pick a day and drop by your local hardware store to pick up the tools and materials needed. They should be short listed in the conversion kit that you have invested in, and following the simple guidelines provided, you should complete the installation in less than half a day. The good thing is that you can be a mechanical idiot and still succeed in the process. Unlike purchasing Hybrid cars which require you to pay tens of thousands for built in and top quality systems, a hydrogen engine conversion system will be the cheaper alternative that can also give you sufficiently good results. As such, installing a hydrogen engine conversion system is a pretty simple procedure that does not cost much. The multiple benefits that it promises also make it sufficiently clear why it has become a popular choice among car owners who wish to make savings amidst the rising fuel prices today.
First Official Rendering Of Aston Martin Rapide
The Rapide’s front and rear aspects are closest to the Vantage V8, not the DBS or DB9. The front air dam features just one lower intake, the trunk valance is flush with the car, and the tailpipes flank the rear diffuser area. Those are all Vantage cues.This supercar is 5-meter long car will be power by a 6.0-liter V12 engine, but slot exactly in between the DB9 and DBS in output with 480 hp. Autocar suggests this will get the car to 60 mph in 4.5 seconds, but that could be optimistic – those 30 additional horses over the DB9 have to pull 286 more pounds, which will make it a challenge to outrun the middle sibling.
Not that it’s really meant to. The Rapide is Aston luxury for four, so it is taller than the DBS in order to provide more rear headroom for the “young adults” that can fit back there. The rear doors open wider than the front for ease of entry and the front seats have been raised to make room for the feet of back seat passengers. It even has a wagon-like folding rear bulkhead and parcel shelf. The Rapide will be appearing in the fourth quarter of the year when, with all hope, a better buying climate awaits it.
source:autocar
Volkswagen Concept BlueSport
The Concept BlueSport manufactured by German car company,Volkswagen is powered by a mid-mounted 2.0-liter turbodiesel that cranks out 180 bhp and 258 lb ft of torque. The power is delivered to the rear wheels via a 6-speed dual clutch transmission. The tidy Concept BlueSport measures just 157.1 inches in overall length, stands 49.6 in. tall and is 68.7 in. wide. The mid-ship engine location gives the car a front/rear weight distribution of 45/55. The Concept BlueSport rides on an independent front MacPherson strut and rear multilink suspension and features 19-in. wheels and tires.The styling of the vehicle embodies the new design philosophy introduced by Volkswagen on the Golf and Scirocco—the front of the car has a thin horizontal grille element above the bumper and large open intakes below. The car sports clean, simple lines that are athletic and blend in with the aggressive front and rear wheel arch flares.
The Concept BlueSport is equipped with leather-clad bucket seats, a roll-bar and a manually operated soft top. In addition to delivering outstanding fuel economy (35 mpg city/50 highway for 42 mpg combined), the turbocharged diesel engine’s long suit is torque. The abundant amount of twist from 1750 rpm enables the car to sprint to 60 mph in just 6.2 seconds. And with an 18.5-gallon fuel tank, VW estimates a theoretical range of 710 miles—so you can go fast and far.
