Drive Away 2Day

Box 1 Image 1 Box 1 Image 2 Box 1 Image 3
Box 2 Image1 Box 2 Image 2 Box 2 Image 3
Box 3 Image 1 Box 3 Image 2 Box 3 Image 3
Box 4 Image 1 Box 4 Image 2 Box 4 Image 3
Box 5 Image 1 Box 5 Image 2 Box 5 Image 3
Aston Martin DB10 : Concept Cars
Aston Martin DB10 : Concept Cars

The Aston Martin DB10 Bond car is not all-new, at least beneath the skin. The DB10 is not based on the new platform Aston Martin is developing for future generations of cars. Instead it uses the existing VH (vertical/horizontal) architecture and is powered by a 4.7-liter V8 engine, also used in the V8 Vantage.

As a consequence, the DB10 is fully drivable, with all 10 units to be used in filming the latest installment in the James Bond franchise called “Spectre.” Actor Daniel Craig, who plays James Bond, has already tested the car.

But while the DB10’s skin doesn’t hide anything new, the car’s design may preview next-generation models, particularly the upcoming DB9. “The DB10 gives a glimpse to the future design direction for the next generation of Aston Martins,” the company said when it unveiled Bond’s new car.

However, we may not see a brand new Aston Martin earlier than 2016. The company announced earlier this year it is developing a new architecture but hasn’t said when it will debut on a car. The company has an agreement with Mercedes-AMG to buy 4.0-liter turbocharged V8 engines for its new models.

Taking into account that Aston Martin is not doing well financially at the moment, with a pre-tax loss of £25.4 million ($40 million) for 2013, the new models may take a while to develop.

Contact Aston Martin
Website | Facebook | Twitter | Google+ | YouTube | Pinterest

Contact Carscoops
Website | Facebook

Sources : Aston Martin DB10 Photo | Aston Martin DB10 Article
2015 Volvo S60 T6 : Current Models
2015 Volvo S60 T6 : Current Models

The entry-level luxury sport sedan segment is something of an automotive Olympics. Here, athletic entries from Germany, Japan, America and Sweden vie not for medals, but for prestige and popularity. And from the country that gave us Abba and Ikea comes the 2015 Volvo S60. Already a player that could hold its own in this tough game, the S60 comes into this year sporting greater performance and efficiency, thanks to a couple of new powertrains.

This year the Volvo S60 adopts turbocharged four-cylinder power like most of its rivals already have. The Volvo's base 2.0-liter turbo makes 240 horsepower and promises solid performance along with strong fuel economy. Indeed, with an EPA rating of 29 mpg in combined city/highway driving, this Volvo is a front-runner in that respect. There is also a 2.0-liter four that is super- and turbocharged, allowing this little 302-hp dynamo to provide both immediate response and admirable fuel efficiency. Although it rates just 1 mpg shy of the base engine's lofty combined estimate, according to Volvo, it is still capable of dispatching the 0-60-mph sprint in a speedy 5.6 seconds.

Other changes this year include a new eight-speed automatic transmission for those engines, along with the adoption of fuel-saving automatic engine stop-start technology and a shuffling of features and trim levels. Unfortunately, these new engines and transmission apply only to front-wheel-drive S60s. If you desire the traction-enhancing benefits of all-wheel drive, the S60's less-efficient five- and six-cylinder turbocharged engines soldier on for another year.

Elsewhere, the Volvo S60 has the expected qualities of this segment -- handsome styling, responsive handling, a comfortable cabin and plenty of luxury features. The company's endearing hallmarks, namely impressive safety technologies, extremely comfortable front seats and feisty engines, also come along for the ride.

As you might've guessed, we like the 2015 Volvo S60. While its backseat is a bit tight and its sporting credentials aren't quite on the same level as the BMW 3 Series, the Volvo S60 fits right in against more comfort-tuned entry-level luxury sedans like the Acura TLX, Audi A4 and Lexus ES 350. It's also priced attractively, often thousands less than the competition. If you're shopping for a premium-brand sedan, this quietly competent Volvo is worth a test-drive.

Body Styles, Trim Levels, and Options

The 2015 Volvo S60 is a midsize luxury sedan available in four trim levels: T5 Drive-E, T5 AWD, T6 Drive-E and T6 R-Design. Each is further broken down into subtrims.

Apart from its powertrain, the T5 Drive-E and T5 AWD are similar in terms of available equipment. They come standard with 17-inch wheels, automatic headlights, LED running lights, headlight washers, heated mirrors, automatic wipers, cruise control, dual-zone automatic climate control, an eight-way power driver seat (with adjustable lumbar), driver memory settings, power-folding rear headrests, a leather-wrapped tilt-and-telescoping steering wheel, T-Tec cloth upholstery, a 60/40-split folding rear seat with pass-through, a 7-inch display screen, "Sensus" smartphone app integration, WiFi capability, Bluetooth phone and audio connectivity and an eight-speaker sound system with a CD player, HD radio, satellite radio, an auxiliary audio jack and an iPod/USB audio interface.

The T5 Premier subtrims add keyless ignition/entry, bright window trim, a sunroof, leather upholstery, a power passenger seat, a navigation system, a configurable instrument display and an auto-dimming rearview mirror.

The T6 Drive-E essentially starts with the T5 Drive-E Premier's equipment, but adds a more powerful engine, 18-inch wheels, a sport-tuned suspension, adjustable steering effort, a power sunroof and sport seats.

The T6 R-Design has the T6 Drive-E's features along with a more powerful engine, all-wheel drive, special exterior styling details, unique 18-inch wheels, upgraded brakes, specifically tuned sport suspension, special interior trim, a sport steering wheel and a rearview camera.

The Convenience package adds power-folding mirrors, keyless ignition and entry, a rearview camera, a remote garage opener and a grocery bag holder. The Technology package features adaptive cruise control, automatic high beams, collision warning with auto braking, pedestrian and cyclist detection with auto braking and driver-attention warning. A lane-departure warning system is included with this package in all-wheel-drive models, while the Drive-E models get a more sophisticated lane-keeping assist system that will steer the car in the event of driver inaction.

The Platinum subtrim available on all T5 and T6 models include the Convenience and Technology packages along with xenon headlights, auto-dimming outside mirrors, cabin accent lighting and a 12-speaker Harmon Kardon premium sound system.

There are additional options available on all the subtrims. The Climate package includes a heated windshield, heated windshield washers, heated front and rear seats, a heated steering wheel and an active cabin filter. The Sport package (T5 only) includes 19-inch alloy wheels, a sport-tuned suspension and paddle shifters. Also available is the Blind Spot Information System package, which features side blind spot warning, rear cross-traffic alert and front and rear park sensors. A quick-fold passenger seat, the keyless ignition and entry system, heated front seats, a front side parking camera and a rear-seat entertainment system with dual displays are notable stand-alone options.

Powertrains and Performance

The 2015 Volvo S60 T5 Drive-E has a 2.0-liter turbocharged inline-4 engine with 240 hp and 258 pound-feet of torque. It sends its power to the front wheels via an eight-speed automatic transmission. Volvo estimates a 0-60-mph time of 6 seconds while EPA fuel economy estimates stand at 29 mpg combined (25 city/37 highway).

The T5 AWD features all-wheel drive, a six-speed automatic and a 2.5-liter turbocharged inline-5 good for 250 hp and 266 lb-ft. Volvo puts its 0-60 time at 6.6 seconds with fuel economy estimates at 23 mpg combined (20 city/29 highway).

The T6 Drive E is front-wheel drive and packs a turbocharged and supercharged 2.0-liter inline-4 that cranks out 302 hp and 295 lb-ft. It uses the eight-speed automatic, and 0-to-60 mph is estimated at 5.6 seconds while fuel economy numbers are 28 mpg combined (24 city/35 highway).

At the top of the performance ladder is the T6 R-Design, which features the so-called "PoleStar" upgrade: a turbocharged 3.0-liter inline-6 producing 325 hp and 354 lb-ft. Its 0-60 time is given as 5.4 seconds, and fuel economy estimates are 21 mpg combined (18 city/26 highway).

Safety

Upholding Volvo's sterling reputation for passenger protection, the S60 comes loaded with standard safety features that include antilock disc brakes, stability and traction control, front-seat side airbags, full-length side curtain airbags and whiplash-reducing front head restraints. Also standard is "City Safety," which can help the driver avoid a collision with other vehicles or a stationary object at speeds of up to 19 mph by automatically applying the brakes if he or she doesn't react in time.

Included in the optional Technology package is Volvo's pedestrian- and cyclist-detection feature, which can apply full braking force (reducing speed by as much as 22 mph) to help you avoid hitting pedestrians and cyclists who are at least 31 inches tall. This package also includes electronic warnings for driver inattention, lane departure and impending collision, the last of which includes automatic braking. Lane-keeping assist is further included for the Drive-E trims.

Other safety options include front and rear parking sensors, a rearview camera, a front side parking camera, a blind-spot warning system and rear cross-traffic alerts.

The government gave the Volvo S60 a perfect five stars for overall crash protection, with five stars each for total frontal and side crash protection. In testing by the Insurance Institute for Highway Safety (IIHS), the S60 received the best possible rating of "Good" in the moderate-overlap frontal-offset, small-overlap frontal-offset, side-impact and roof -strength tests. The S60 is notable in that it's one of the few cars to earn a "Good" rating in that new small-overlap frontal-offset test. The IIHS also rated the S60's optional frontal collision warning and mitigation system as "Superior."

Interior Design and Special Features

Interior materials in the 2015 Volvo S60 are on par with the rest of the entry-level luxury sedan class. The heavier graining on the dash and doors won't suit everyone, but there's no denying that the interior leather, vinyl and plastic are quality materials. Volvo's unique Scandinavian take on wood and metal accents also gives the S60's cabin a unique personality among its rivals.

The straightforward dual-temperature adjustment dials and "Mode Man" pictogram make climate control adjustments simple and intuitive. The audio system's phone-style number pad and surrounding buttons may look a bit antiquated in the luxury class these days, but they're simple and make controlling basic stereo functions easy. For more complicated tasks like selecting a media player playlist, programming the optional navigation system or controlling more complicated vehicle functions, the S60 relies on the standard Sensus system. It, too, is fairly easy to use and similar to competitor systems, though the multipurpose knob's location on the dash (rather than the center console) is not ideal.

As you expect in a Volvo, the standard front seats and the optional sport seats offer excellent long-trip comfort and proper support. Unfortunately, the backseat isn't quite as accommodating. The seats themselves are supportive, but leg- and foot room are tight for adults taller than 5-foot-8. Competitors such as the BMW 3 Series and Mercedes C-Class are more welcoming for taller passengers.

The trunk's 12-cubic-foot capacity is a bit small for the class as well, but a low liftover height makes it easy to access the space. Both rear seats fold down, and there's a separate ski pass-through. An available fold-flat front passenger seat further increases cargo-carrying capability.

Driving Impressions

The 2015 Volvo S60 is a comfortable, sophisticated and well-behaved luxury sedan with ample power whether you go with four, five or six turbocharged cylinders. It's a sure-footed handler with a nicely weighted steering that feels substantial without being heavy.

Regardless of output, the engines are smooth and powerful, and the all-wheel-drive system apportions power to individual wheels to maximize traction and grip through turns or on slippery roads. The base front-wheel-drive T5 model, meanwhile, lines up favorably with other rear-drive entry-level luxury cars such as the BMW 328i and Mercedes C300 that feature turbocharged four cylinders. Most buyers would likely find the acceleration, response and fuel economy of any S60 to be compelling, but the Volvo's comfortable ride is its strong suit.

Contact Volvo
Website | Facebook | Twitter | Google+ | YouTube

Contact Edmunds
Website | Twitter | Facebook | Google+ | Pinterest | Linkedin | Tumblr | YouTube | Email

Sources : 2015 Volvo S60 T6 Photo | 2015 Volvo S60 T6 Article
All Is Not Lost For Asterion : News
All IS Not Lost For Asterion : News

The Lamborghini Asterion concept is the first hybrid from the raging bull brand, but executives were quick to put the kibosh on production plans. Or maybe not? In an interview with Autocar, Lamborghini’s head of R&D revealed that thanks to a positive public reaction, work on bringing the Asterion to production have taken another step forward.

The Asterion was a surprise move from Lamborghini, which up until its reveal at the Paris Auto Show had demonstrated little interest in plug-in vehicles. But with rivals like Porsche and Ferrari building high-end plug-in sports cars of their own, it became an issue of not if, but when Lamborghini would follow suit. But then Lamborghini’s CEO came out saying he’s “not interested” in building a plug-in supercar, and that seemed to be that, or so we thought.

Turns out the combination of being the most powerful Lamborghini ever and looking damn good was enough for an overwhelmingly positive reaction from the public at large. So although the Asterion might be a little late to the game, it did not disappoint with a 600 horsepower 5.2 liter V10 paired with two electric motors adding another 300 ponies to the front wheels. The resulting plug-in hybrid was good for a combined 900 horsepower, and though heavier than the Aventador, the electric motors more than made up for the weight increase by improving handling to previously unattainable levels.

“The motors work with the plug-in to assist the engine, but also support the dynamics with torque vectoring on the front wheels,” says Maurizio Reggiani, Lambo’s chief of research and development. “The motors can run at different speeds and with different torque levels, improving the agility of the car through the speed at which you can enter and exit a corner.” That makes the 500 pounds of extra motors and equipment worth the tradeoff, though engineers are working to bring that weight even further down before coming to production.

But don’t expect a fully-electric Lamborghini, at least not in the near future. Batteries are still too big and heavy for a true sports car, though the balance struck by the hybrid drivetrain seems about right for Lamborghini right now. It won’t happen tomorrow, but within the next five years expect a plug-in Lamborghini to enter the fray.

Contact Lamborghini
Website | Facebook | Twitter | Google+ | YouTube | Pinterest | Linkedin

Contact Gas2
WebsiteFacebookTwitter

Sources : Asterion Photo | Asterion Article
1959 Oldsmobile Super 88 : Classic Cars
1959 Oldsmobile Super 88 : Classic Cars

Introduced in 1949, the full-size Oldsmobile 88 was produced until 1999 and became the top-selling line for twenty-four years. Produced in Wentzville, Missouri, and both Flint and Lake Orion, Michigan, the Oldsmobile Eighty Eight was a representation of an image. Especially during the beginning three years, the Oldsmobile 88 was one of the best performing automobiles. This was most likely due to its small size, along with the lightweight and advanced over-head valve high-compression V8 engines. This engine was originally intended for the larger, more luxurious 98 series.

Named to complement the already existing 76 and 98 series, the 88 which was considered to be the grandaddy of musclecars of the 1960s was first introduced in 1949, and utilized the 76's platform with a newly added large and powerful Rocket V8 engine. Popular duriing its time, the Eighty Eight inspired a popular song 'Rocket 88' and a popular 1950's slogan, 'Make a Date with a Rocket 88'. The rocket was eventually adoped as the Oldmsobile logo during the 1960's, though the 88 name continued to remain in the lineup until the late 1990's.

During the 1950's several updates to the Eighty Eight included a one-piece windshield unit as the replacement of the two-piece windshield with the addition of the Holiday Hardtop to the Oldsmobile line. At the same time, a three-speed manual transmission with column shift also became available as a ‘delete for credit' option to the Hydra-Matic automatic transmission. After the 1950 model year, the six-cylinder 76 lineup was dropped entirely as the Eighty Eight now outsold the previoius line.

In 1951 a more luxurious version of the basic 88, the new Super 88 model was introduced. This new model continued in production until 1964 and was replaced by the new Delta 88 for 1965. In 1958, the newest entry level model below the Super 88 was introduced, the Oldsmobile Dynamic Rocket 88 Pillarless Coupe', or the Dynamic 88.

The Jetstar I was introduced in 1964. Sharing several of the mid-size car components with the F-85 line, the Jetstar 88 utilized the smaller 330 8, and the Jetaway two-speed autommatic transmission rather the Hydra-Matic found in other Oldsmobiles. The main competitor to the Pontiac Grand Prix, the Jetstar I was only produced for two years, and shared the same $3,500 price range. Though it included less standard equipment, the Jetstar I had the same notchback body style and more powerful Rocket V8 engine as the Starfire. With a concave rear window, the Jetstar I is easily distinguishable from the Jetstar 88 and the Starfire who share convex rear windows.

The Oldsmobile division introduced a new Vista Cruiser wagon during 1964 that featured both skylights and a raised roofline over the rear seat and cargo area. The final year for Oldsmobile to offer full-sized station wagons for several more years, the new Vista Cruiser was really a stretched out version of the F-85/Cutlass wagons with a wheelbase that was siz-inches longer. The Vista, which offered six or nine passenger seating that all faced forward, shared the same 330 cubic-inch Jetfire Rocket V8 that was found in the mid-sized models. During the 1965 year, all Oldsmobile models featured new styling and engineering. The C-body Ninety-Eights now had more formal, square lines, while the B-body cars now featured a more rounded styling with Coke-bottle profiles, and the Holiday (two-door hardtop) coupes featured semi-fastback rooflines. During this model year, the division was concentrating on its cargo-carrying bussiness on the stretched-intermediate Vista Cruiser wagons and no station wagons were offered in the full-sized Oldsmobile lineup.

An upscale trim line of the Dynamic 88, the Delta name was introduced in 1965 and replaced the previous top-series B-body Oldsmobiles, the Super 88. Originally referred to as the Dynamic 88 Deltas, the name reverted to Delta 88 within a few weeks. Marketed as a separate series by Oldsmobile, these models were known as the Delta 88. The wheelbase remained unchanged at 123 inches. In 1965 a new convertible was added to the Delta 88 line.

In that same year, the new, luxurius Ninety-Eighty Luxury Sedan was introduced. Featuring an even more luxurious interier than regular Nintey-Eight models, the 98 LS's came with vinyl roofs offered only in black for the 1965 model year. The new LS's also had more standard amentities that included power windows and seats.

The new Super Rocket V8 was introduced in 1965 and featured 425 cubic-inches and had a horsepower rating that ranged from 300 to 370 depending on both carburetion and compression ratio. Replacing the original Hydra-Matic transmission that had been standard to Oldmsobile since the 1940's was the new three-speed Turbo Hydra-Matic transmission with torque converter.

The full-sized Oldsmobile line received few changes during the following year other than revised grilles and tail sections. Only offered as a hardtop coupe, the lower-priced Starfire was introduced while the sporty Jetstar I series was dropped. The leather seats were replaced by Moroccen vinyl, and was downgraded from standard to optional equipement was the Turbo Hydra-Matic transmission, power brakes and steering.

Replacing both the Dynamic 88 and Jetstar 88, the Delmont 88 was introduced in 1967 and featured a 330 V8. Updated to the 350 V8 in 1968 as standard equipment, the 425 V8 was an option on the Delmont, and standard on both the Delta 88 and the Ninety-Eight. The Delmont 88 was only produced for two years. A new subseries of the Delta 88 was formed in 1967, the Delta Custom, which featured a more plush interior. The four-door sedan, the Holiday or the 2-door hardtop coupe Holiday came with a choice of eithe rStrato bucket seats with console or a Strato bench seat with an armrest. The successor to the former 88-based Oldsmobile Starfire series, the Delta custom Holiday Coupe had a standard Oldsmobile semi-fastback roofline instead of the Starfire's concave rear window and squared off roof.

Designed to regulate carburetor air temperature, a Climate Combustion Control system and front disc brakes were added as options to the Rocket V8s. These new options would boost fuel economy, along with speed coke warm up, while it eliminated winter icing and permitted easier starting along with more efficient operation during cold weather. The 1967 full-sized Oldsmobile now featured more rounded styling cues, with longer hoods, shorter decks along with more sweeping fastback rooflines on the 88 Holiday coupes.

The following year, an eventual Oldsmobile trademark was introduced in the front end split-grille design. In 1968 the Delmont 88 received a larger 350 cubic-inch V8 engine that became standard equipment. The Delmont name was dropped in 1969 and replaced with the Delta 88 which appeared as a full-line series featuring the Delta 88 Custom. The standard engine was a 350 cubic-inch Rocket V8 and the base Delta 88 came with a two-barrel carburetor that was rated at 250 horsepower. Optional on the base series was a two-barrel version of the 455 cubic-inch V8 which was rated at 310 horsepower, and standard on the Delta 88 Custom and Royale models. The four-barrel Ultra High Compression 455 cubic-inch V8 that was rated at 365 horsepower was optional, while standard on the Ninety-Eight. The 390-horsepower version of the four-barrel 455 V8 was a top option that was available in all Delta 88 models as the W-33 option.

In 1969, the wheelbase was increased by one-inch to ‘124 on the Delta 88 and ‘127 on the Ninety-Eight, while all full-sized Oldsmobiles were completely restyled with more squared off rooflines and bodylines. Previously offered as an optionon the smaller engine 88 models, the two-speed Jetaway automatic was dropped completely for the three-speed Turbo Hydra-Matic transmission that was previously only offered with the larger engines. An option on the Delta 88 and standard on the Ninety-Eight was the new GM-designed Variable-Ratio Power Steering system.

A slightly revised rear section and a new split grille that no longer extended to surround the headlights were the only detail changes in 1970. Both 350 and 455 cubic-inch Rocket V8's featured 'Positive Valve Rotators' to enhance the engine life and encourage more efficient operation and powertrain selections were carried over from 1969 models.

A Chevrolet Caprice Clone, the 1977 Custom Cruiser wagon had a production time of two years before being discontinued in 1979. The 88 on the GM B platform now offered two body styles, the coupe and the town sedan. The Royale Brougham became the high-line model of the 88 in 1980 and continued in this status until 1983. Oldsmobiles most luxurious rear-wheel drive vehicle was the new Delta 88 Royale Broughan LS model of the 88, released after a major redesign in 1985. A Holiday model that featured a floor-mounted shifter and console between the front seats of a Delta 88 coupe was released in 1978 until 1981.

The Delta 88 switched from the GM B platform to the GM H platform in 1986. The GM H was much smaller and came with only 110.8 in. wheelbase. Becoming sinply the Eighty Eight', the ‘Delta' prefix was dropped in 1989 along with the hood ornament. Redesigned again in 1992, the Eighty-Eight received a minor facelift in 1990. The last Eighty Eight or 88 model from Oldsmobile, it was finally replaced by the Aurora for 2001, a V6-powered base.


Contact Concept Carz
Website | Facebook | Twitter | Google+

Contact Oldsmobile
Website

Sources : 1959 Oldsmobile Super 88 Photo | 1959 Oldsmobile Super 88 Article
Motorsport Retro : Blogs
Motorsport Retro : Blogs

Motorsport Retro is a celebration of Motorsport.

We are certifiably motorsport obsessed and love racing past and present. Much like the great print magazines of years past we try to find stories, perspectives, images and insights that go beyond the simple results, trophies, crashes and controversy.

Our content is sourced from established writers across the world, our images secured from some of the greatest archives. We seek out stories behind clips we embed and interview characters with unique access and anecdotes from years ago.

Everything on the site is here because we love it. We are all infected by the motorsport disease and petrol (and increasingly diesel and even electricity) runs in our blood. We love the sounds, the smell, the speed. We share a passion for those special motorsport moments, the glorious hand built machines and the gutsy riders and drivers that defined motorsport history, near and far.

Most importantly, we hope you find something that stops you in your tracks, entertains you, informs or reminds you and that you join us each day for a few moments celebration of motorsport.

The Inside Line: Can-Am Shadow DN4
Author : Andy Hallbery

Why were Can-Am cars monsters? Because there were very, very few rules and regulations, especially concerning engines. The 1974 season was effectively the last of the true Can-Am, as by then costs (and speeds) had spiralled, so for that season rules were written, and that was the beginning of the end. Over the years it had attracted cars built by McLaren, Lola, Penske, Porsche, Chaparral and drivers such as Mario Andretti, Phil Hill, Denny Hulme, Jack Brabham, Dan Gurney, Jackie Stewart, John Surtees, Jody Scheckter and many more ‘star names’ and champions from America and Europe.

In 1974, the championship’s swansong, Shadow’s Can-Am car was this beautiful DN4. Pete Lyons is the Can-Am authority, the former Autosport Grand Prix reporter in the early ’70s, contributor to Autoweek, RACER and among many other publications worldwide, and is now a respected author, including the award winning ‘Can-Am Cars in Detail’. Lyons talked MotorSportRetro.com through the Shadow.

“The 1974 DN4, is an excellent design by Britain’s Tony Southgate,” explains Lyons. “It was run by a thoroughly professional team under Shadow owner, America’s Don Nichols and managed by Mike Hillman, driven by two hard competitors: Brit Jackie Oliver and George Follmer – a Yank, who was 1972 Can-Am champion with Penske’s Porsche.”

The Shadow dominated that year’s otherwise sadly emasculated Can-Am series which was ended mid-season through lack of interest combined with the oil crisis after five races of the eight scheduled.
“Oliver won the first four races in a row and was declared champion, although he was always fighting a hard-charging Follmer – at least once they nearly came to blows in the pits,” Pete continues, and his passion for what was a once-great series shines through: “The car was built small and light around smaller fuel tanks – because of fuel capacity reductions introduced to handicap the turbo-Porsches; it worked, Porsche abandoned the series.” Before adding “take that you stupid rule-writers.

“The fuel allowance became 37 U.S. gallons in 1974,” he continues “down from the previously unrestricted capacities in the 60s and 70s – the 1973 Porsche could carry a dizzying 106 gallons…
“The Shadow’s Reynolds-block big Chevy engines – tuned by ex-McLaren engine builder Lee Muir – displaced 495 cubic inches and made about 735hp officially, but were thought to pump out closer to 800.
“The DN4 used some suspension parts from the contemporary Southgate-designed Formula 1 Shadow DN3. Follmer has often said this was a very good race car, nimble and responsive. Its front wheels were 13 inches diameter versus 15ins that were more common in that period, while the rears were still 15ins. It used a Hewland 4-speed transaxle, and the brakes were inboard at rear.”

What is clear talking to Pete Lyons for this story, and seeing his many books on the subject, the California-based writer and photographer has a passion for the Can-Am series that is deep in his heart.

Alex Zanardi: Don’t Dream It’s Over: Part One
Author : Andy Hallbery

If this story were a Hollywood film screenplay, the film would win many Oscars. Amazingly it is a true story, about a person that has such an incredible and positive outlook on life that it’s almost impossible to believe. “Inspiration” is an over-used word in life, but Alex Zanardi is, without doubt, an inspiration.

But be warned, don’t tell Alex Zanardi he is an inspiration – he can’t see it. “I’m not an inspiration, I’m the same strong Alex Zanardi I ever was.” Then he adds with his trademark smile: “I’m just a little bit lighter!”
That quote just sums the Italian up, pure and simple. By all reasoning he should have died in September 2001 when he had his sickening crash while in the lead at the Lausitzring that cost him both of his legs. Doctors Steve Olvey and Terry Trammell – absolute experts in their field – arrived at the scene 20 seconds after the impact. Trammell slipped over on what he thought was oil. It wasn’t. It was blood. They reckoned that the speed Alex was losing blood he had three minutes to live.

Roughly made tourniquets from the CART Safety Team helped quickly, a belt from one of the team wrapped around one of Alex’s legs (or what was left of it) bought them precious time.

Olvey and Trammell decided quickly to bypass the circuit medical centre, and helicoptered their patient directly straight to a trauma centre in Berlin, both fearing that he would still never survive the 40 minute flight.
Olvey, who has treated many, many drivers in his time said “It was devastating. It was like a bomb had gone off.”

“I don’t – or didn’t – remember the accident,” says Zanardi now. “It was only when I went there again things came back. Maybe it’s good that I don’t remember. My heart stopped seven times that day, I had 75 percent blood loss. I had less than one litre of blood left in my body. The only thing my heart was pumping was plasma and fresh air!”

Alex, fighting for his life, was surrounded by family and fellow drivers, who followed in a second helicopter, and stayed with him throughout the crucial days in the trauma centre.

Talk to Alex now, and it’s almost like he only had just a splinter in his thumb. He will take every opportunity to make you feel at ease with him. I interviewed him in 2002, just months after the devastating crash and felt so awkward that I didn’t know what to say. Alex realising this, ended up interviewing himself.

“There are benefits you know,” he said. “First, I can still hold my son. Second I am alive, and third I can adjust my new legs to get the optimum height to play pool….”

Colin McRae’s WRC breakthrough: New Zealand 1993
Author : Henry Hope-Frost

While the current stars of the World Rally Championship strut their stuff on the other side of the world in Rally New Zealand, cast your mind back almost 20 years to the 1993 event.

The eighth round of the 13-round ’93 series was one of the most significant events in the then-20-year history of rallying’s top flight. Not only did the Kiwi classic mark the breakthrough victory for Japanese marque Subaru, it also signalled the arrival into the winner’s circle of 25-year-old Scot Colin McRae.

The McRae/Subaru partnership quite rightly resonates among rally fans the world over, thanks to their 16 wins and 1995 world title together, but it was that maiden victory Down Under that kickstarted the McRae phenomenon. After all, British fans had had to wait 17 years for someone to come along and add to Roger Clark’s sole WRC win on the 1976 RAC Rally.

Starting on McRae’s 25th birthday, Thursday Aug 5, the 1993 Rothmans Rally of New Zealand’s 75 entries faced 36 stages over the four days and McRae, who took the lead a third of the way through the event, would be fastest on seven of them, including the fearsome 44.8-kilometre Motu stage.

t was enough for McRae and co-driver Derek Ringer and the #7 Prodrive-run Subaru Legacy RS to hold off the best that Ford (Francois Delecour) and Toyota (Didier Auriol) could throw at them.

McRae admitted after sealing his place in WRC history: “I was very tense at first while we tried to find the right pace. But we knew we had won on the second last stage and we were able to relax a bit from then. It hasn’t really sunk in yet, but the result is a great relief to me and the team.”

For the crack British Prodrive team, run by 1981 world rally co-driver champion David Richards, success for the Legacy meant that attention could turn to its replacement, the lighter, smaller and faster Impreza. The directive from on high that the Legacy must win before energy was expended on the Impreza had been adhered to.

For the next round in Finland, Ari Vatanen, the man for whom Richards had co-driven to the title back in ’81, brought the Impreza home in second place first time out. It was a portent of what was to come.

McRae, meanwhile, would contest one more rally in the Legacy, in Australia (he finished sixth), before getting his hands on the Impreza for his home event, the RAC.

And then there was no stopping him…


Contact Motorsport Retro
Website | Facebook | Twitter | YouTube

Contact Andy Hallbery
Twitter

Contact Henry Hope-Frost
Website | Twitter | Facebook | Linkedin

Sources : Motorsport Retro Photo | Motorsport Retro  About | Can-Am Shadow DN4 Photo | Can-Am Shadow DN4 Article | Alex Zanardi: Don’t Dream It’s Over: Part One Photo | Alex Zanardi: Don’t Dream It’s Over: Part One Article | Colin McRae’s WRC breakthrough  Photo | Colin McRae’s WRC breakthrough Article
Ferrari FXX-K : Concept Cars
Ferrari FXX-K : Concept Cars

The LaFerrari was a powerful reminder of what can happen when racing technology is borrowed for a street-going car. Now some of that car's tech is being borrowed in the other direction for the Ferrari FXX-K. While it shares the HY-KERS drivetrain system with its road-legal cousin, it ups the power even more — to an insane 1,050 hp — by adding new camshafts and redesigned intake manifolds, eliminating the silencers on the exhaust system, and other tricks. It also boasts new aerodynamic features that increase downforce more than 50 percent over the LaFerrari, sits on Pirelli P-Zero Slik tires that feature embedded acceleration sensors, and offers four track-ready performance modes: Qualify, Long Run, Manual Boost and Fast Charge, giving you control over how much power you need — and when.

Contact Ferrari
Website | Facebook | Twitter | Google +YouTube | Flickr

Contact Uncrate
Website

Sources : Ferrari FXX-K Photo | Ferrari FXX-K Article
2015 Jaguar XJ : Current Models
2015 Jaguar XJ : Current Models

The XJ is a full-size luxury sedan that represents a departure from Jaguar's formerly conservative design practices. For the latest model year, this athletic and coddling four-door gained a new supercharged V6 base engine in addition to an available all-wheel-drive system. With headlights styled like narrowed eyes, a gracefully sloping roofline and unique black C-pillars, the XJ looks like nothing else in the segment.The tall front end, which no doubt was designed with European pedestrian safety standards in mind, is generally styled like the XF, although the grille juts out further from the fascia. From the side, the XJ takes a vastly different approach with the C-pillar, which does not sweep in the same vaguely Lexus style of the XF.

Out back, Lancia-esque tail lamps curve up the rear and the dramatically sloped rear window give the car a four door coupe-style profile. The XJ's interior was also seriously re-worked for the latest generation. Taking little in the way of influence from the smaller XF, the XJ features a unique, wrap-around dash, complete with plenty of wood and leather accents. A large LCD screen is front and center while rounded air vents give the XJ's cabin an air of sportiness.

The XJ is also available as the long-wheelbase XJ L model, which features five extra inches of rear-seat space. A push button ignition and JaguarDrive Selector gear switch - the same found in the XF - bring the big cat up to speed with 21st century luxury motoring. Optional features include a 1,200-watt Bowers & Wilkins sound system, hard drive-based audio and navigation systems and connectivity for external audio and video devices.

Technical features of the new XJ include an air suspension, Jaguar's continuously variable damping Adaptive Dynamics system and Active Differential Control.

Powertrain Lineup
The XJ is offered with no less than four engine choices.

The entry-level engine is a 3.0-liter supercharged V6 that produces 340 horsepower at 6,500 rpms and 332 lb-ft. of torque at 3,500 rpms. It sends the XJ from zero to 60 mph in 6.1 seconds when fitted with all-wheel drive or 5.7 seconds when fitted with rear-wheel drive.

Gas mileage checks in at 18 mpg in the city and 27 on the highway when the V6 powers the short-wheelbase XJ and 17 / 27 when fitted to the long-wheelbase model. Opting for all-wheel drive lowers mileage to 16 and 24, respectively, regardless of which body style is chosen.

The XJ Supercharged is powered by a 5.0-liter V8 that makes 470 horsepower at 6,000 rpms and 424 horsepower at just 2,500 rpms. It sends the sedan from zero to 60 mph in 4.9 seconds and on to a top speed of 155 mph. Gas mileage checks in at 15 in the city and 23 on the highway.

All of the XJ's motors shift through an eight-speed automatic transmission. All-wheel-drive is available, but only with V6; otherwise, the XJ sends its power to the rear wheels only.

No matter the trim level, the XJ promises to be one serious sports sedan. With a relatively low curb weight - courtesy of its aluminum-intensive construction - the sedan's prowess on curvy roads belies its jumbo-sized dimensions.

Coddling Luxury Features
Jaguar's full-size sedan is available in six different trim levels: XJ, XJ AWD, XJL Portfolio, XJL Portfolio AWD, XJ Supercharged, XJL Supercharged, XJR and XJR long-wheelbase.

The base XJ comes standard with Xenon headlights, a blind spot monitoring system, a rear-view camera, parking sensors on both ends, a power trunk lid, LED tail lamps, electric, auto-dimming, heated and power-folding door mirrors, rain-sensing wipers, leather upholstery, a panoramic roof, a garage door opener, a hard drive-based navigation system, Bluetooth audio streaming, an eight-inch color touch screen and an air suspension on the rear axle.

The extended-wheelbase XJL Portfolio brings the naturally aspirated 5.0-liter V8 in addition to heated and cooled seats front and rear, contrast stitching, piping and embossed leaper on headrest, suedecloth premium healiner, four-zone automatic climate control and rear side sunshades.

Available in normal and extended-wheelbase forms, the XJ Supercharged adds the 470-horsepower supercharged 5.0-liter V8 as well as niceties such as a four-zone climate control system.

Highlights from the list of options includes a heated windshield and a massage function for the front seats. Buyers can also choose from a wide range of accessories such as chrome mirror covers, mud flaps, illuminated tread plates, a luggage net in the trunk and aluminum pedals.

Occupant Safety
All XJ models come standard with dual front, front side and full-length side curtain airbags in addition to traction and stability control systems, brake assist and a blind spot monitoring system.

Key Competitors
The XJ is the sports car of its competitive set, which includes the technology-filled Audi A8, the conservatively-styled BMW 7-Series and the pampering Mercedes-Benz S-Class. It's hard to go wrong with any of these options.

Contact Jaguar
Website | Facebook | Twitter | Google+ | YouTube

Contact Left Lane News
Website | Facebook | Twitter

Sources : 2015 Jaguar XJ Photo | 2015 Jaguar XJ Article
Infiniti Q50 Eau Rogue Shelved? : News
Infiniti Q50 Eau Rogue Shelved? : News

Johan de Nysschen's day job is running Cadillac. But in his off time, he revels in trolling his former executive compatriots. And his latest social media missive questions whether Infiniti's upper management has the balls to release the 560-HP Q50 Eau Rouge.

Posting on Facebook, de Nysschen wrote:

"I heard a rumor that Noboru Tateishi is going to cop-out and shelve the Eau Rouge project now that I'm not there to pressure him. Tell any Cadillac or Audi engineer "build me a 560hp sports sedan" and you have to reign them in. At Infiniti, it seems easier to push water uphill. More enthusiasm for "driver's aids", apparently, than "driver's cars", in some quarters, it would seem." Ouch.

Noboru Tateishi is the CVP of Infiniti's "Vehicle Test Technology" and one of the people that needs to green light the hotted-up Q50 powered by the Nissan GT-R's 3.8-liter twin-turbo V6.

A proper sports sedan is something that both de Nysschen and Andy Palmer – who recently left Nissan to head up Aston Martin – were pushing while at Nissan/Infiniti. In a follow-up post answering a question from Bertel Schmitt at the DailyKanban, de Nysschen said he's "trying to help my old team by provoking. They really want, need and deserve that car. But one guy is a bottleneck…"

Contact Infiniti
Website | Twitter | Facebook | YouTube

Contact Jalopnik
Website | Facebook | Twitter | YouTube

Sources : Eau Rogue Photo | Eau Rogue Article
Jaguar Land Rover Urban Windscreen : Videos

Jaguar Land Rover Urban Windscreen : Videos

The luxury sedan and SUV maker has come up with a very innovative way of harnessing technology to improve all-round visibility in its cars and has a very novel, even spooky take on improving the way sat nav systems give drivers directions.

One of the ironies of designing cars that are safer in accidents is that the extra reinforcements around doors and windows for mitigating the effects of an impact reduce visibility. This in turn can increase the possibility of having an accident -- albeit one with a lesser chance of injury thanks to all of those reinforcements.

But what if all of the pillars were transparent, giving the driver true all-around visibility? That's the jumping-off point for Jaguar Land Rover's latest high-tech driver safety research. The company is looking at integrating screens into the ‘A' pillars on either side of the windshield and the ‘B' and ‘C' pillars too (which fall between the front and rear passenger doors and the rear doors and the car's trunk, respectively) so that the driver can see other vehicles and pedestrians that would otherwise be obscured.

And the system would be a smart one in as much as it would only be activated when needed. So, for example, when changing lanes the car would know to automatically turn on the ‘B' and ‘C' pillar screen to coincide with the driver glancing over his or her shoulder to check the blind spot before pulling out and overtaking.

Dr Wolfgang Epple, Director of Research and Technology, Jaguar Land Rover, said: "Our ultimate aim is to reduce road accidents and enhance the urban driving experience. The Jaguar Land Rover research team is developing this technology to improve visibility and to give the driver with the right information at the right time. If we can keep the driver's eyes on the road ahead and present information in a non-distracting way, we can help drivers make better decisions in the most demanding and congested driving environments."

The system would be integrated into the company's head up display technology which would also flag up and highlight cyclists or pedestrians that could cross the car's path, for instance.

But that's just the start. Jaguar Land Rover is also developing a ‘Ghost Car' which could become the ultimate in satellite navigation. Instead of glancing down at a map on a console display and listening to verbal directions wouldn't it be easier to just follow the car in front if you knew it was traveling to the same destination? The idea is to project a virtual car on to the road ahead that does know the route.

"Driving on city streets can be a stressful experience, but imagine being able to drive across town without having to look at road signs, or be distracted trying to locate a parking space as you drive by," said Dr Epple. "We want to present all of this information on a Heads-Up Display in the driver's eye-line, so the driver doesn't have to seek it out for themselves and take their eyes off the road ahead."


Contact Land Rover
Website | Facebook | Twitter |YouTube | Flickr

Contact Yahoo News
Website | Twitter | Facebook | Pinterest | Tumblr | Flickr | Google+

Sources : Urban Windscreen Photo | Urban Windscreen Article
1961 Porsche RS 61 : Classic Cars
1961 Porsche RS 61 : Classic Cars

To many manufacturers, motorsport victories are essential to commercial success. The adage of “race on Sunday, sell on Monday,” was never more true for Porsche during the late 1950s and early 1960s. The mid-engined Porsche Spyders were still attempting to establish a foothold in the United States, and it took to the track in the hands of factory-supported racers and privateers alike, dicing with the likes of Ferrari, Aston Martin, Jaguar, and Maserati for the vaunted spot at the top of the podium. Victory was the goal for many a weekend, and victory on the weekend would only grow the allure of the brand to spectators, leading to further sales and overall awareness of the Porsche brand. Victory was what Porsche needed to gain a foothold in the United States.

Unlike other builders of highly tuned racing cars, Porsche’s engineers relied on constructing a lightweight chassis and powertrain with a streamlined alloy body in order to provide fantastic handling, braking, fuel efficiency, and tire wear, as well as more lightning-quick acceleration. This formula proved to be very effective, and the 550 quickly notched up overall wins at the 24 Hours of Le Mans, the Mille Miglia, and the Nürburgring 1000. The 550A, 550/1500 RS, and RSK of 1957 would follow, which would only increase Porsche’s domination on race tracks around the world.

The RS 61, and the RS 60 before it, proved to be the ultimate development of the Spyder platform. These cars, which were still known as the Type 718, had a tubular space frame that was similar to the 1959 RSK, but they utilized a wheelbase that was four inches longer. However, these cars were noticeably different from previous Porsche Spyders due to tightening FIA regulations, with the most visible of these requirements being the installation of a larger windscreen, an increase in cockpit size, and space for the FIA-required suitcase.

Nevertheless, Porsche’s Spyders and those who campaigned them were able to make the best of the FIA’s regulations, and they achieved overall victories at the 1960 12 Hours of Sebring and at that year’s Targa Florio. It was clear that the top brass at Porsche saw little reason to change what worked, and they continued production of the Type 718 cars into 1961, but they renamed them RS 61.

Like the RS 60, RS 61s were offered to privateers in almost identical format to the cars campaigned by Porsche themselves, and the RS 61 available today is one of those privateer-campaigned Spyders. Chassis 718-066 is one of the earliest RS 61 chassis constructed, and it is graced with a fantastic U.S. racing history under the names of two very well-known privateers, Bob Donner and Don Wester.

When asked about the car, Donner’s wife remarked that “it was one of his very favorite cars” and that the family had many fond memories of the car with Bob behind the wheel. There is no doubt that some of those memories come from the 1961 12 Hours of Sebring, which was quite far from Donner’s home state of Colorado. At Sebring, Bob Donner, Don Sesslar, and Ernie Erickson drove 718-066 to an incredible 7th place overall finish and 2nd in their class. Later that year, the car was entered in the USAC Sports Car race at Pikes Peak, where it proved to revel off the mountain air and finish in 1st place.

Don Wester, owner of Wester Motors, a Monterey, California, area Porsche and Volkswagen dealer, purchased this RS 61 from Bob Donner in 1963. Under Wester’s ownership, the car was repainted in a distinct two-tone yellow and black paint job, one which was adorned by many of Wester’s cars, making it easy for fans and competitors alike to identify his Spyder on the track. Wester also replaced the Porsche’s original 1,600-cubic centimeter engine with a 1,700 Homer Worth engine for added power and torque; this was something that he did with many of his racing cars. Just like Bob Donner, Wester soon found success in campaigning his Porsche, accumulating eight podium finishes in 1963 alone in SCCA and USRRC races on the west coast of the United States, with two overall wins at SCCA races at Stockton and Cotati.

The RS 61 was then purchased by Eldon Beagle, who continued to race the RS 61 in California in 1964. After leaving Eldon Beagle’s ownership, the RS 61 passed through several different owners, including John Grove and G. Grandell, before landing with its current owner in the 1990s.

Shortly after this RS 61 was purchased by its current owner, it was fully restored by a specialist that was familiar with this era of Porsches and racing cars in general. Any non-RS 61 items that found their way into the car were stripped and replaced with factory-correct components in order to make the car as original as possible. At this time, a correct 1,600-cubic centimeter engine was fitted to the car, and it was also refinished in its original color combination of silver with red leather bucket seats. After the completion of its restoration in the United States, the car returned with its new owner to Japan, where it resided in a collection of other significant racing cars.

Only a handful of RS 61s were produced, meaning that they very seldom come available for sale. This is a splendid example of the breed, as it is still in remarkable condition from its comprehensive restoration and it boasts a significant racing history from two well-known privateers that owned and raced many Porsche racing cars. Chassis number 718-066 has been expertly prepared for either historic racing or rally events, and it would be just as at home on the Colorado 1000 as it would at the Le Mans Classic.


Contact Porsche
Website | Twitter | Facebook | YouTube | Flickr | Pinterest | Google+

Contact RM Auctions
Website | YouTube | Twitter | Facebook | Email

Sources : 1961 Porsche RS 61 Photo | 1961 Porsche RS 61 Article
2015 Toyota Prius : Current Models
2015 Toyota Prius : Current Models

Toyota likes to call the Prius iconic. We suppose it probably is iconic to a certain segment of the car-buying public. So what could be better than a lighter, less expensive, and smaller version? One that can then spread the Hybrid Synergy Drive gospel to first-time car buyers, who can then move up into the mainline model for their next purchase? In fact, Toyota has offered just such a car, the Prius C, for a couple of years.

It’s now been updated for 2015, but we’re not sure the changes will do much to raise its profile. You see, the Prius C is an underperformer in several areas. Its hybrid powertrain uses a wheezing, 73-hp, 1.5-liter four-cylinder mated to an electric motor and a CVT; total system output stands at a meager 99 horsepower. To help achieve its impressive 50-mpg combined fuel-economy figure, the Prius C packs regenerative braking and electric power steering. It can travel an entire mile on electric power alone.

Besides Normal and EV modes, the C, which is based on the Yaris platform and is unrelated to the regular Prius, also offers an Eco mode. It can "help optimize fuel economy when you’re willing to give up some throttle response and don’t need the air conditioner to be ice cold," the press materials explain with remarkable frankness.

For the 2015 model year, Toyota has introduced new fabrics and patterns inside the cabin and mixed up new paint colors that include Electric Lime Metallic, Tangerine Splash Pearl, and Sparkling Sea Metallic. The taillights have been redesigned to incorporate light pipes, and the headlights are executed entirely in LEDs. Toyota also reworked the front fascia with a new gaping-mouth grille at the center flanked by auxiliary lights that resemble upside-down keyholes. It’s not particularly well executed to our eyes, and the grille looks out of place with the rest of the design.

The 2015 Prius C comes in four trim levels called—wait for it—One, Two, Three, and Four. The first level is rather well equipped with the aforementioned LED headlights, automatic air conditioning, and keyless entry. Level Two adds cruise control, a split-folding rear bench, better speakers, and some additional trim. The Prius C Three gets premium audio and a navigation system, as well as push-button start. Finally, the Four includes heated seats, a backup camera, a sunroof, and higher-grade interior materials.

Yet even turned up to Four, the Prius C can't escape its somewhat pedestrian roots. One piece of evidence is the conventional-looking transmission shifter, which is a long, narrow metal stick. Larger Prius models (including the Prius V) feature a futuristic gear selector on the dashboard. When we tested the Prius C a couple of years ago, we summed it up thusly: “It has wheels and gets good gas mileage.” That’s still true.

Contact Toyota
Website | Twitter | Facebook | YouTube  | Google+

Contact Car&Driver
Website | Facebook | YouTube | RSS Feed

Sources : Prius Photo | Prius Article
Lamborghini Aventador Pirelli : Concept Cars
Lamborghini Aventador Pirelli : Concept Cars

Lamborghini offers buyers incredible levels of performance combined with angular, avant-garde styling That grabs everyone's attention. Now, the Italian brand is giving its customers the chance to flaunt their supercars even more with a new Aventador Pirelli Edition.

Designed to celebrate Lamborghini's relationship with Pirelli that goes back to the tires on the original 350 GTV prototype, these special-edition Aventadors keep all of the high-performance mechanicals and add a little extra to show off in two available looks. The first paints the roof, pillars, mirrors, engine cover and intakes matte black and gives the body a high-gloss finish in the buyer's choice of six colors. Alternatively, the supercars can have gloss black for those portions and paint the rest of the bodywork in a choice of four matte shades. Either the coupe or roadster can be ordered this way.

Regardless finish, all of these Aventadors get a thin, red stripe over the roof, engine cover, mirrors and air intakes. The whole look is completed with red brake calipers (yellow for Rosso Mars models) and gloss-black wheels. As should be obvious, these editions wear the Pirelli tires, specifically P Zeros.

The interior carries the motif inside. The seats are clad in black Alcantara and feature red stitching along with Lamborghini and Pirelli crests on them. The red stripe from the outside also covers the ceiling and seats, too. Naturally, a plaque identifies these models as part of this special-edition series.

The Aventador's usual mechanical bits hide underneath the two-tone look, meaning each is powered by a 6.5-liter V12 pumping out 691 horsepower with power going to all four wheels. The Pirelli Editions are available for order now and deliveries start in the early summer of 2015.

Contact Autoblog
Website | Facebook | Twitter Google+

Contact Lamborghini
Website | Facebook | Twitter | Google+ | YouTube | Pinterest | Linkedin

Sources : Lamborghini Aventador Pirelli Photo | Lamborghini Aventador Pirelli Article
Older Cars Dangerous For Teens : News
Older Cars Dangerous For Teens : News

When shopping for a safe car for their teens, parents might want to aim for the newest model they can afford, a new study suggests.

Researchers found that that almost half of the teenage drivers killed on the roads in the past few years were driving vehicles that were 11 or more years old and lacking key safety features found in newer models, according to the study, published online in the journal Injury Prevention.

"We know that many parents cannot afford a new vehicle," said the study's lead author, Anne McCartt, senior vice president for research at the Insurance Institute for Highway Safety. "Our message to parents is to get the most safety they can afford."

McCartt and her coauthor analyzed data from 2008 to 2012 from the U.S. Fatality Analysis Reporting System, which included information on 2,420 drivers ages 15 to 17 and 18,975 drivers ages 35 to 50.

Among the teens who died, 64 percent were in a car, 29 percent in a mini or small car, and 35 percent in a mid-size or larger car. Most of the teen drivers who were fatally injured — 82 percent — were in vehicles that were at least 6 years old, while 31 percent were in vehicles 11 to 15 years old. For comparison, fatally injured teens were almost twice as likely as their middle-aged counterparts to be driving a car that was 11 to 15 years old.

The most startling statistic: Nearly half of the teens who died — 48 percent — were in a vehicle that was at least 11 years old.

What the researchers don't know is what percentage of teens drive older vehicles. So they can't say that the data prove that older vehicles are increasing the risk of death in teenagers.

Still, there's good reason to suspect that teens would be safer in newer cars, says Tony Fabio, an assistant professor of epidemiology in the graduate school of public health and director of the Center for Injury Research Community Action at the University of Pittsburgh Medical Center. Fabio is unaffiliated with the new study.

"We know that teens are less likely than adults to be wearing seat belts and that may be partially because they are driving older cars in which the belts may not work as well," Fabio said. "And you have to think about that in the context of an older car that might not have an air bag."

And while the study doesn't prove that older cars are less safe, it does suggest they are, Fabio says, adding "almost any major public health victory started out with a study that just suggested something wasn't safe."

Ultimately, McCartt said, though newer model cars tend to have more safety features, protecting your teens is not as straight forward as just steering clear of older vehicles. "We did find older vehicles that met our safety criteria," she said.

Still, it's a rare older vehicle that has electronic stability control — an important safety feature that helps drivers keep control in extreme maneuvers, McCartt said. "That's something that is standard on new cars since it was a requirement starting in 2012," she added.

To help parents figure out which vehicle might be best for their teens, the IIHS came up with a list of safe cars which it posted on its website:

http://www.iihs.org/iihs/ratings/vehicles-for-teens

Contact NBC News Health
Website | Facebook | Twitter

Sources : Old Cheap Car Photo | Old Cheap Cars Article
1988 Callaway Sledgehammer : Classic Cars
1988 Callaway Sledgehammer : Classic Cars

Reeves Callaway likes to make a big impression. When he said he'd drop by our editorial office for lunch, he wasn't kidding -- we all pressed our noses to the glass to see him thread his camouflaged Aerospatiale SA-341 helicopter past chain-link fences and telephone wires to land in a tiny field next to our parking lot.

His products make a big impression too, but of brute acceleration and raw speed. To wit: Callaway's 880-bhp Sledgehammer Corvette, which awed us all by ripping a 254.8-mph hole through the air at Ohio's Transportation Research Center last year. Almost as impressive was that while other more temperamental (and slower) cars at this top-speed shootout were being loaded onto trailers for the trip home, Reeves hopped into the Sledgehammer, cranked up its Delco/Bose stereo system, turned on the air conditioner and then soft-pedaled it back to his shop in Old Lyme, Connecticut.

That's the Callaway philosophy: to fortify with fantastic amounts of power while retaining the docile driveability of the stock car. While the Sledgehammer could be duplicated for roughly the price of a Vail condominium, Callaway Cars is better geared to offer a -endorsed twin-turbo 390-bhp Corvette for $26,895 over the price of the basic car.

Opt for the Sledgehammer-derived Aerobody kit ($6500 installed or available separately), and your newly muscled Vette will turn the corners of your mouth up (as you note the covetous glances from stock Corvette owners) and then pull them back (with accelerative force). To boot, it can be ordered from your local Chevy dealer as RPO B2K and it carries a full factory powertrain warranty of 12 months/12,000 miles. But Callaway claims it'll do "only" 190 mph.

All the inherent goodness of the stock Corvette is left intact in the conversion; Callaway judiciously avoids fixing what's not broken. "The platform's very stable -- it has been since 1984," he says, "so it's very much in the refinement mode. Every year the car comes out, the details are getting better and better."

Details like 17-in. wheels, Goodyear 275/40ZR-17 tires, cockpit-adjustable shocks and a 6-speed gearbox. Add the free-flow mufflers, deeper air dam, power-steering cooler and bigger front brakes of the Z5G Special Equipment Option, and you have the canvas upon which Callaway paints. The lone example of chassis tampering is the swap of stock wheels for distinctive Dymag magnesium wheels of the same size (17 x 9-1/2 in.), for a savings of about 7 lb. per corner.

The roll-up-your-sleeves work begins when the stock 350-cu.-in. pushrod V-8 comes out and Callaway technicians lavish 70-75 hours on the modifications. Balance and blueprint operations are performed, including line-honing of the main-bearing bores and decking of the mating surfaces of block and cylinder heads. The block is remachined to accept steel-alloy 4-bolt main bearing caps, with the outer bolts splayed to thread into a meatier part of the casting. A forged crankshaft replaces the stock cast-iron piece, and 7.5:1-compression Mahle pistons make life under pressure bearable. To cope with the engine's increased demand for fuel, Callaway's Micro Fueler II enrichment system is added to the stock fuel injection.

Twin Rotomaster turbos, with water-cooled bearings and integral wastegates, provide 10.0 psi of boost pressure to twin polished-aluminum air-to-air intercoolers, their welds executed with surgical neatness by Callaway veteran Vinnie DiScipio. A gleaming ram's-horn manifold feeds air back to the intake plenum, redone in wrinkle-finish black. Especially ingenious and space-efficient is the routing of the intake air: From the airbox, it's ducted to a beefier front crossmember, through capped frame rails and then to the turbos' inlets through short sections of silicone hose.

Driveline modifications are few. "It's an incredibly strong car to begin with," says Roger Smith, the firm's managing director. Few were needed, because the 6-speed transmission is hearty enough to take the full wrath of the Corvette ZR-1's engine. A special Centerforce clutch is used whose pressure-plate clamping force is a function of centrifugal force; the faster you spin it, the tighter it grips. A modified Turbo Hydra-matic 400 automatic is available as a $4500 option, groomed for duty with heavier clutches, heat-treated gears, altered shift points and a Laycock overdrive for 4-speed capability.

The exhaust system's backpressure has been lessened since the last time we tested a Callaway Vette (October 1986). Instead of going through two warmup precatalysts and a single larger catalyst, the gases go directly to two high-flow Corvette converters, specially loaded for Callaway by AC with a higher precious-metal content. The upshot is more power than that of the 1986 car (390 bhp versus 345) and nearly 100 lb.-ft. more torque (562 vs. 465), generated at a low 2500 rpm. And it's emissions-legal; the car has EPA certification for all 50 states.

Grins behind the wheel aren't something that can be easily certified, but this Vette certainly gets our stamp of approval. Inside, the first tip-off to the extra power underfoot is the Callaway badge on the center console; there's no boost gauge, and the engine's sound at idle isn't appreciably different from what rolls off the Bowling Green assembly line. But select 1st gear and you'll find the clutch pedal requires a smidgen more effort. Depress the throttle and the song of the turbos finds its way through the firewall, a demonic teakettle-on-full-boil sort of sound, accompanied by an equally intense forward lunge.

Shift quickly to 2nd, so as not to let the turbos spool down too much, and acceleration seems even more forceful. Rear tires bite pavement without a chirp, but full boost and torque resume so quickly that the car rears back on its transverse-leaf suspension like a horse startled by a rattlesnake. Third-gear acceleration is still incredibly strong. Aim for a hole in traffic 10 car-lengths ahead, tip in the throttle and you're there right now; it's how a watermelon seed must feel when squirted from between thumb and forefinger.

With horsepower and torque figures greater than a ZR-1's, comparisons are inevitable. The Callaway's 0-60 time of 5.1 seconds doesn't quite match the ZR-1's 4.9-sec. posting, we suspect largely because of the turbo engine's torque characteristics and the chassis' lack of the ZR-1's 315/35ZR-17 rear tires. At more rarefied, gendarme-alarm speeds, the Callaway starts making up ground: Both cars hammer past the quartermile lights in 13.4 sec., the ZR-1 with a 1.0 mph-higher terminal speed of 108.5 mph. The scramble to, say, 150 mph could make for a very interesting race.

Now the folks at Callaway Cars are faced with the quandary that confronts all manufacturers of exceptional products: What can they possibly do to top this?


Contact Chevrolet
Website | Twitter | Facebook | YouTube | Google+

Contact Road & Track Magazine
Website | Facebook | Twitter | Google+ | YouTube | Pinterest

Sources : 1988 Callaway Sledgehammer Photo | 1988 Callaway Sledgehammer Article
2015 BMW M6, New And Improved : Videos

2015 BMW M6, New And Improved : Videos

Earlier today we saw the covers come off the updated 2015 BMW 6-Series, and now we have the full details on the car’s high-performance M6 variant. The 2015 BMW M6 is still available in coupe, convertible and four-door coupe bodystyles, but has benefited from some revised styling inside and out, as well as a longer list of standard equipment.

Unfortunately, there haven’t been any upgrades made to the car’s powertrain, which remains a turbocharged 4.4-liter V-8 delivering a peak 560 horsepower between 6,000 and 7,000 rpm, as well as a peak 500 pound-feet of torque from just 1,500 rpm all the way up to 5,750 rpm. Those seeking even more power can opt for the car’s Competition Package, which boosts output to 575 hp.

The M6’s superb power delivery allows the big bruiser, which in its lightest form weighs over 4,200 lbs, to accelerate from 0-62 mph in just 4.2 seconds. This figure is identical for both the M6 coupe and M6 Gran Coupe while the M6 Convertible is only 0.1 of a second slower. Top speed for all variants is electronically limited to 155 mph.

Drive is to the rear wheels only, via a seven-speed M-DCT dual-clutch transmission with paddle shifters and rear differential. Steel brake discs are standard, with a carbon ceramic set available as an option.

Visual changes made to the car include the addition of adaptive LED headlights, a more pronounced grille, more aerodynamically-shaped side mirror caps and new 19-inch forged alloy wheels (the M6 Gran Coupe gets a 20-inch set). The aggressive intakes, carbon fiber roof and quad-exhaust tips of the previous model have all carried over.

Inside, you’ll find a full list of M goodies such as the custom sports steering wheel, gearshift lever, instrument cluster, new head-up display, enhanced-style iDrive screen and center console in black. The M6 also comes with Merino full-leather interior appointments with contrast stitching, electrically-adjustable multifunction seats, illuminated treadplates and M foot pedals.

As mentioned above, the updated M6 gets more standard equipment. This includes special paint finishes, Merino leather trim, shadow chrome accents and new driver assistance and mobility services offered through the BMW ConnectedDrive infotainment feature. One of these is the BMW M Laptimer app, which is designed to help a driver analyze his or her skills in a closed course environment, and another is the BMW GoPro app, which operates a GoPro action camera mounted somewhere in or on the vehicle.

The complete 2015 BMW M6 range makes its world debut on January 12 at the Detroit Auto Show, with sales to commence in the first quarter of 2015. To see what else will be appearing in Detroit next month, head to our dedicated hub.


Contact BMW
Website  | Twitter | Facebook | YouTube | Instagram | Google+ | Foursquare

Contact Motor Authority
Website | Facebook | Twitter | Google+ | YouTube

Sources : 2015 BMW M6 Photo | 2015 BMW M6 Article
Willys AW 380 Berlinetta : Concept Cars
Willys AW 380 Berlinetta : Concept Cars

The Renault Alpine A108, and more so, its successor the A110, were neat little rear-engined French sportscars that also happened to kick serious ass in international rally.

The final versions of the A110 were ferocious competitors and took a couple of WRC victories in the 1970s. But the A108 was also produced in Brazil by Willys-Overland, bizarrely. It was called the Willys Interlagos. And that is what is being rebooted by a pair of Italian coachbuilders, Maggiora and Carrozzeria Viotti, showing off this strange (but not unattractive) creation called the 2015 Willys AW 380 Berlinetta at the Bologna Motor Show.

The running gear is roughly sketched out in the company's press release, but its pedigree is a mystery. The Willys, which isn't a concept but the first in a line of what the company hopes to be a 110-car run, is said to contain a 610-hp 3.8-liter twin-turbo engine, a 6-speed sequential paddle-shifted transmission, and a carbon fiber body. They claim it's all good for a 2.5-second run to 62 mph, for what that's worth.

The first car, it's claimed, has already been sold so a Russian conglomerate in the Balkans, and they're eying a Middle Eastern distributor. But at 380,000 euros each, it's not clear how much pent-up demand for a revival of a Brazilian version of a French sportscar that predates the much more successful A110.

See? It's strange. Not terrible, just strange.

Contact Road & Track Magazine
Website | Facebook | Twitter | Google+ | YouTube | Pinterest

Sources : Willys AW 380 Berlinetta Photo | Willys AW 380 Berlinetta Article
The First Sergio Has Shipped! : News
The First Sergio Has Shipped! : News

Not even three months after its production announcement, Ferrari has already delivered the first Sergio, a wildly modified 458 Spider meant to honor Sergio Pininfarina, founder of the eponymous design studio that has turned out so many memorable prancing horses.

Unsurprisingly, the roofless Ferrari, the first of six, was delivered to the Middle East, going to the SBH Royal Auto Gallery in the United Arab Emirates' capital, Abu Dhabi. Ferrari handed over the keys at the Yas Marina Circuit, which is currently playing host to the Finali Mondiali Ferrari, the same place the FXX K debuted earlier this week.

With a 605-horsepower, 4.5-liter V8, the Sergio can hit 60 miles per hour in just three seconds, although this particular Ferrari is about a lot more than performance. The Pininfarina styling is the real focus here, giving a few lucky owners the opportunity to enjoy concept-car styling in a road-legal machine.

Unlike the original Sergio, that debuted at the 2013 Geneva Motor Show, though, the production model is somewhat tamer. Blame the necessity that is the windshield. That, though is the most significant change in evidence. All the very best parts of the concept car have seemingly made it through to production, including the lovely forward-swept rollbar and the stylish black element that defines the profile.

Contact Ferrari
Website | Facebook | Twitter | Google +YouTube | Flickr

Contact Autoblog
Website | Facebook | Twitter | YouTube

Sources : Sergio Photo | Sergio Article
2015 Opel Karl : Current Models
2015 Opel Karl : Current Models

General Motors said today its Opel unit will launch the entry-level Karl minicar next summer at a starting price of less than 10,000 euros ($12,300) in Germany including tax.

Opel today released pictures and details of the Karl, which will also be sold by sister brand Vauxhall in the UK as the Viva.

The Karl completes the carmaker’s small car lineup that includes the Adam minicar and Corsa subcompact. Opel aims to attract new customers to the brand that otherwise might buy a Citroen C1 or Hyundai i10.

"We haven’t had a car in that price range for a long time, and that is very important since it is something of a magic threshold. Many customers looking for a car in that class will not even consider a particular model if it costs over 10,000 euros," an Opel spokesman said.

The Karl, which will be built in South Korea and hit German Opel showrooms in June at the earliest, should also appeal to previous Chevrolet Spark owners shopping for a new value-oriented car that otherwise would have migrated to a non-GM brand.

"Since Chevrolet doesn’t exist in Europe any more, we want to do everything to ensure they now become Opel customers" the spokesman said. GM has said it will stop selling Chevrolet cars in Europe at the end of next year to focus on Opel.

At 3680mm long, the five-door Karl will be slightly shorter than the Adam, which is 3700mm long, but it has a roomier interior and seats up to five people, one more than the Adam, which is positioned more upscale with prices starting at 11,750 euros.

To save costs the Karl will initially be offered with the 1.0-liter three-cylinder Ecotec gasoline engine recently introduced into the Adam, without the turbocharger and only 75 horsepower.

It comes with features such as Opel’s infotainment system IntelliLink, which integrates Apple iOS and Android devices with the car, and is also equipped with ESP and Hill Start Assist, which prevents the car from rolling back when starting on a slope. Further options can be selected including lane departure warning, or heated front seats and steering wheel.

Opel's spokesman said the Karl is the first car to be built off a new GM vehicle architecture.

"The Opel Karl is the ideal car for price sensitive customers that are looking to combine practicality with every day comfort and modern technologies,” said Opel CEO Karl-Thomas Neumann in a statement.

The name Karl pays homage to one of founder Adam Opel’s sons who helped establish the company in 1862. Karl is a short, snappy and catchy name that represents Opel brand values: German, emotional and approachable,” said Tina Mueller, Opel's chief marketing officer, in the statement. Vauxhall is reviving the Viva name it used from 1963 to 1979.

Opel is expanding its lineup as part of GM’s plans to restore profitability at its European operations by 2016. GM lost $305 million in Europe in the second quarter, up from a $114 million loss a year earlier largely because of costs related to the closure of an assembly plant in Bochum, Germany.

Contact General Motors
Website | Facebook | Twitter | YouTube

Contact Automotive News
Website | Facebook | Twitter | Google+ | YouTube | Subscribe

Sources : Opel Karl Photo | Opel Karl Article