Drive Away 2Day

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2015 Kia K900 : Current Models
2015 Kia K900 : Current Models

In Korea, Kia calls its flagship rear-wheel-drive sedan the K9. Figuring the name could meet derision and bewilderment in the United States -- among dog owners, anyway -- Kia considered using the car's puzzling overseas handle: Quoris, which we think is pronounced like Boris, or perhaps something with a vaguely French trill at the end. Kia split the difference with the forthcoming 2015 Kia K900.

Yet another addition to the automotive alphanumeric stew is disappointing from a company with musically memorable names like the Soul, Forte and Cadenza. But regardless of name, the K900 promises to be a sportier edition of the more patrician Equus luxury sedan from corporate twin Hyundai. The rear-wheel-drive K900 will offer both a 311-horsepower 3.8-liter V6 and a 420-hp 5.0-liter V8, both joined to an eight-speed automatic transmission.

With exterior styling led by Audi's former chief designer, the K900 is more visually distinct and aggressive than the Equus. The K900's bold front end morphs Kia's familiar "tiger nose" mesh grille with a blunter, classier shape more Jaguar than tiger. The K900 will offer adaptive LED headlights, leather upholstery (with optional Napa leather upgrade), wood trim, heated and ventilated front seats, and a 9-inch navigation and multimedia display. Selecting the V8 model delivers more of the lush life, with features including heated, ventilated and reclining rear seats, a panoramic sunroof and a 12-inch display screen.

Safety systems will include a collision warning system, blind-spot detection, lane departure warning, parking sensors and a 360-degree-view monitor display. Many of the K900's convenience and safety features will come standard and not only reinforce Kia's priority on exceptional value, but also justify an anticipated base price around $50,000. Kia executives say a fully loaded V8 should cost about $65,000.

Based on our drive of a K9 in Korea, the K900 delivers a bona fide luxury cabin experience, with loads of comfort and space, leather and wood, and easy, intuitive navigation and multimedia control. That said, more wind noise than we'd like permeates the cabin at open highway speeds, an issue you won't suffer in an S-Class sedan. Ride quality also isn't as compliant as you'd expect, although Kia says the K900's suspension will be retuned for American roads.

Finally, the V6 didn't have quite enough power to seamlessly accelerate this 4,300-pound sedan once at higher speeds, but this won't much affect drivers who rarely venture beyond 80 mph. Those who do are wise to order their K900 with the optional V8.

The Kia K900 is expected at U.S. dealers by the spring of 2014. Check back for a full review of the K900, including specs, driving impressions and buying advice, as it becomes available.

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Sources : 2015 Kia K900 Photo | 2015 Kia K900 Article
Ferrari Verus : Concept Cars
Ferrari Verus : Concept Cars

The Ferrari Verus is a hybrid-powered supercar concept created by the Romanian designer Andrus Ciprian. It must be Ferrari year for Ciprian, because this is the third Ferrari concept he’s developed in the last 12 months – if you count both the original and updated Ferrari Figaro concepts as two separate vehicles.

The inspiration for the Verus concept actually comes from Ferrari’s main competitor, Lamborghini. In particular the Lamborghini Veneno hypercar. As such the Verus concept has an extremely pointed front end and very taught surfaces. It’s slightly less bonkers than the Veneno, but then without a mind-numbing class-A drugs binge it would be hard to out-crazy the Lamborghini.

Other influences for the car come from the Ferrari LaFerrari and the Ferrari P4/5.

Powering the Ferrari Verus concept is a hybrid drivetrain identical to that found in the new Ferrari LaFerrari. That means a mid-mounted 6.3 litre V12 and an electric motor work together to produce 949 horsepower and 663 lb-ft of torque.

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Sources : Ferrari Verus Concept Photo | Ferrari Verus Concept Article
1956 Ford Thunderbird : Classic Cars
1956 Ford Thunderbird : Classic Cars

Ford’s original two-seat Thunderbird, inspired by Chevrolet’s Corvette, went into production on September 9, 1954. Like Chevy’s fiberglass sports car, the steel-bodied 1955 T-bird rolled on a 102-inch wheelbase, but the similarities ended there. Save for some early applications, a removable fiberglass hardtop was standard, as were roll-up windows and V-8 power, all features unavailable to Corvette customers early on. The Thunderbird V-8 was a 292 cubic-inch Y-block topped by a single four-barrel carburetor. Output was 193 horsepower with the standard three-speed manual, and 198 horses when the Ford-O-Matic automatic was installed. More power boosts followed in 1956 as the standard 292 V-8 was up-rated to 202 horsepower and an optional 312-cid Y-block appeared with either 215 or 225 horses. Optional dual carburetors were introduced later that year to help the 312 reach 260 horsepower. Additional updates for 1956 included available “portholes” for the removable hardtop and a Continental-style spare tire carrier out back.

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Sources : 1956 Ford Thunderbird Photo | 1956 Ford Thunderbird Article
Koenigsegg CCXR Special Edition : Photos
Koenigsegg CCXR Special Edition : Photos

Sources : Koenigsegg CCXR Special Edition Photo
Ban On Smoking In Cars Carrying Children...
Ban On Smoking In Cars Carrying Children Backed By Lords : News

The Lords has backed a Labour plan to ban smoking in cars carrying children, despite opposition from the government.

Labour peers tabled an amendment to the Children and Families Bill detailing their proposal for England, which they said was about "protecting children".

Ministers had argued that the new law was a "blunt instrument" and public information campaigns were preferable.

But the BBC understands that government backbenchers will not be pressed to reverse the change in the Commons.

Instead, they will have a free vote on the amendment when the bill returns from the Lords.

A Downing Street spokesman said earlier that Prime Minister David Cameron was ready to "listen to the arguments".

The amendment empowers, but does not compel, the government at a later date to make it a criminal offence for drivers to fail to prevent smoking in their vehicle when children are present.

Labour has said that if the measure does not become law before the next election, it will be included in its manifesto.

Smoking was banned in England in workplaces and most enclosed public spaces in July 2007 following similar legislation in Scotland, Wales and Northern Ireland. The law prohibited smoking in vehicles used for work.

The amendment to the Children and Families Bill was brought forward by Lord Hunt of Kings Heath, Lord Faulkner and Baroness Hughes.

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Conservative peer Lord Cormack argued that any law which "brings the state into the private space of individuals is to be deplored".

But Lord Hunt said: "I was very surprised by research that has been identified by the British Lung Foundation, which shows that a single cigarette smoked in a moving car with a window half open exposes a child in the centre of a backseat to around two-thirds as much second-hand smoke as in an average smoke-filled pub of days gone by."

The level increased to 11 times when the car was not moving with the windows closed, he said.

Lord Hunt went on: "Some Lords will argue a car is a private space and that we should not legislate for what happens within such a space. But there are more important principles than that.

"For one for me is the need for child protection. Unlike most adults, children lack the freedom to decide when and how to travel, they lack the authority most adults have to ask people not to smoke in their company.

"And in those circumstances I think it is right for Parliament to step in to protect children."

Shadow health secretary Andy Burnham told Sky News the move had "strong public support".

Campaigners say the developing lungs of children are much more vulnerable to the effects of second-hand smoke - which can be concentrated in cars - increasing their risk of illnesses that range from asthma and colds to lung cancer.

They have been calling for action for some time. In 2009, Prof Terence Stephenson, then president of the Royal College of Paediatrics and Child Health called for a ban in a BBC News website opinion column.

'Completely unnecessary'
But the pro-smoking group Forest disputes such claims.

Director Simon Clark said: "Legislation is completely unnecessary. Most adult smokers accept that smoking in a car with children present is inconsiderate and the overwhelming majority choose not to.

"Education, not legislation, is the way forward."

Forest also argues that banning smoking in private vehicles would be almost impossible to enforce and a serious invasion of people's private space.

Health Minster Earl Howe said: "We all want to eradicate smoking in cars carrying children.

"The government believes that encouraging lasting and positive behaviour change by making smokers aware of the significant health risks of second-hand smoke will be more effective than resorting to legislation, which is a blunt instrument to tackle the problem.

"I believe we should only consider resorting to using legislation if our work to promote positive changes in behaviour is shown not to have the required effect."

He also argued there were "substantial challenges" with enforcing a ban on smoking in cars particularly vehicles "travelling at speed", questioning whether people would comply with the law if they knew there was little chance of it being enforced.

But at the end of the debate peers backed the Labour amendment by 222 votes to 197.

Calls to prohibit smoking in private vehicles when children are present have been raised in Parliament on several occasions since the 2007 ban came into effect.

In 2011, proposals from Labour MP Alex Cunningham cleared their first legislative hurdle, before facing significant opposition from MPs of all parties.

The following year, Lord Ribeiro introduced a private member's bill to make offenders liable for a £60 fine or attendance at a smoke awareness course. It won approval in the House of Lords, although supporters admitted they did not have government backing for the move.

The Labour amendment backed by the Lords was initially proposed by Croydon North MP Steve Reed last April.

He won the support of organisations including the British Heart Foundation, Asthma UK, the Royal College of Paediatrics, and Child Health.

Although children's minister Edward Timpson said at the time that a ban "would not be easy to enforce", the government was researching the issue, and Mr Reed withdrew his amendment.

The Welsh government has said it would consider a ban should an awareness campaign not lead to a drop in children's exposure to second-hand smoke.

Meanwhile, in Scotland, Lib Dem MSP Jim Hume has indicated he will be presenting a bill this year to bring in a ban, while Northern Ireland's health minister has announced plans for a consultation on the issue.

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Sources : Ban On Smoking In Cars Carrying Children Backed By Lords Photo | Ban On Smoking In Cars Carrying Children Backed By Lords Article
2015 Lamborghini Huracán : Videos

2015 Lamborghini Huracán : Videos

Host : +Car

The Huracán will reach 62 miles per hour in a mind-altering 3.2 seconds, 124 mph in 9.9 seconds and on to a top speed of 201 mph. As we're firmly in the era of environmentally responsible supercars, the latest Lambo features a stop-start system, allowing its V10 engine to net 18.5 miles per gallon on the US cycle.

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Sources : 2015 Lamborghini Huracán Photo | 2015 Lamborghini Huracán Video
2014 Ferrari GTE : Concept Cars
2014 Ferrari GTE : Concept Cars

The rear finish of 2014 Ferrari GTE could be a good mixture on your f12berlinetta, Enzo and therefore the 458 Italia, though the quartet tail lamps may not build it in the ultimate design. the virtual concept’s body measures in at 4, 650 mm ( 183. 1 inches ) long x 2, 030 mm ( 79. 9 inches ) wide x 1, 080 mm ( 42. 5 inches ) high, other than no estimated weight was given.

The concept houses a mechanically actuated spoiler and that is not merely cool as heck, but additionally keeps the car planted inside the track. With like the ones of power the Enzo successor is supposed to firmly pump out, that actuated wing may not be a foul plan.

2014 Ferrari GTE virtual concept is fitted utilizing a 7. 3-liter v-12 engine that pumps out 800 horsepower while a kers hybrid system that adds an additional 120 ponies towards the stable. this provides it a net horsepower of 920, and that is precisely what all on your rumors are pointing to firmly in the new f70. Unfortunately, the engine setup isn’t confirmed, except for your own kers system, thus this continues to be simply speculation.

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Sources : 2014 Ferrari GTE Concept Photo | 2014 Ferrari GTE Concept Article
Audi R8 : Photos
Audi R8 : Photos

Sources : Audi R8 Photo
Ross Roberts Dies At 75 : News
Ross Roberts, Former Ford Div. Chief And Truck Champion, Dies At 75 : News

Ross Roberts, a former Ford Division general manager who helped turn trucks into everyday vehicles, died today. He was 75.

Roberts was Ford Division general manager from 1991 to 1998, when he also steered the Taurus to a five-year reign as the best-selling car in the United States. The title has been owned every year since by the Honda Accord or Toyota Camry.

When Roberts retired at the end of 1999 after a 37-year Ford career, Automotive News called him "one of the last of a generation of powerful general managers who controlled the North American market at Ford Motor and General Motors."

"I thought he was one of the best sales managers and heads of divisions I've known in all my years in the business. He was great with the dealers," said Fraser Lemley, CEO of Sentry Auto Group in Medford, Mass.

"You'd go into a meeting feeling depressed, you'd have a meeting with him and you'd go back to your store and figure out a way to buy more product."

The automaker mined that affection when installing Roberts in his last post at Ford, president of Ford Investment Enterprises. The subsidiary oversaw a consolidation strategy known as the Ford Retail Network.

The initiative drew strong opposition from dealers who saw the venture as an intrusion into local retailing.

Truck Powerhouse
As Ford Division general manager, he led a truck powerhouse. SUVs such as the Ford Explorer went from fringe to mainstream in the 1990s. They epitomized America's love affair with vehicles touted for their rugged, off-road capabilities, even though in practice they rarely left suburban streets or highways.

Roberts was born in Gainesville, Texas, on Feb. 3, 1938. He joined Ford in 1962, after graduating from the University of Oklahoma and serving in the U.S. Army.

Much of his career was spent in U.S. sales districts from New York to Los Angeles. In 1985, Roberts became general marketing manager for Ford Division, just as Ford was about to introduce the Taurus, one of the most celebrated sedans in its history.

He was named vice president of the automaker in early 1988. Two months later he took over as general manager for Lincoln-Mercury.

"Ross' impact on Ford Motor Co. was remarkable, leaving a legacy that endures," Executive Chairman Bill Ford said in a statement today.

"Ford and Lincoln-Mercury dealers truly respected and had great affection for Ross. His compassion and respect for others were hallmarks of his leadership style and we were privileged to have him as part of the Ford family for so many years."

Roberts was named to the Automotive Hall of Fame in 2001.

He is survived by his wife, Donna; three children and four grandchildren.

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Sources : Ross Roberts, Former Ford Div. Chief And Truck Champion, Dies At 75 Photo | Ross Roberts, Former Ford Div. Chief And Truck Champion, Dies At 75 Article
1964 Porsche 904 Carrera GTS : Classic Cars
1964 Porsche 904 Carrera GTS : Classic Cars

To continue the manufacturer's stronghold in the sub-2 litre GT racing class, Porsche set out to design a completely new car in 1963. This decision was sparked by the introduction of new cars from Abarth and Alfa Romeo, designed specifically for the GT class. Porsche's line up for 1962 consisted of the 356 Carrera 2, which was equipped with a two litre version of Porsche's quad cam four cylinder boxer engine. It was basically a modified road car and the German manufacturer figured more was required to take on the new Italian competition.

For homologation purposes, at least 100 examples of the new car had to be produced in twelve months. This would require a road going version, because Porsche was highly unlikely to sell 100 full blown racers. In order to free resources for the project, the expensive Formula 1 program was dropped. In theory the development costs of the GT racer would be earned back by selling them. The F1 project on the other hand did not offer much in return, except for the potential strengthening of the manufacturer's racing heritage.

Porsche's engineers had to start with a clean sheet, because the spaceframe construction used on previous sports racers like the Type 718 was too expensive and time consuming to built for what was basically a production car. What they did carry over from the 718 was the mid-engined layout, until then reserved solely to the marque's full blown racers. A combination of a steel ladder frame and a glass reinforced plastic (GRP) body was chosen. This was the start of a long line of 'plastic' bodied Porsche racers.

Responsible for the design of the GRP body was Ferry 'Butzi' Porsche, grandson of Ferdinand Porsche. He used some cues and the windscreen of the 718 Coupe and turned it into one of the best looking cars ever constructed. Production of the body was outsourced to airplane manufacturer Heinkel, who were able to produce two bodies per day, which was twice as fast as Porsche could produce the chassis. The body was bonded on the frame, which resulted in a chassis far more rigid than the spaceframe chassis used in the previous racers.

At the start of the project the engineers planned on using Porsche's all new two litre flat 6 engine, which was designed for the upcoming 901/911 model. Unfortunately, the engine's development was hampered and it was not ready yet in time for the 100 example production run. As a stop gap, the four cylinder engine from 356 Carrera 2 was uprated to produce 180 bhp in race trim. It retained the unique shaft driven overhead camshafts. Bolted directly on the 'old' engine was a new five speed gearbox, which was also developed for the new road car.

Three prototypes were constructed and tested heavily in the fall of 1963. After various modifications were carried through, the car was first shown to public late in November. Internally it was known as the '904', but it was marketed to the public as the 'Carrera GTS'. Today it's commonly referred to as the 904. Within two weeks all but 21 of the 90 examples available for the public were spoken for. Production started soon after in a completely new factory, constructed to produce the new 901/911 model. By April of 1964 enough examples were constructed to homologate the 904 as a GT.

Although it took until April for the cars to be homologated, the cars were already entered in various races. At Sebring the Lake Underwood and Briggs Cunningham driven 904 finished 9th overall and 1st in the prototype class. This was the start of a highly successful racing career, with overall victory in the Targa Florio and many class victories in races like the 24 Hours of Le Mans. Underlining the car's versatility was a second place finish in the snow covered 1965 Rallye Monte Carlo.

Throughout 1964 Porsche continued to develop the 904 and provided their customers with various new parts to keep the cars on the pace. Two of the works cars were fitted with a two litre version of the Formula 1 racers eight cylinder engine and later in the year the six cylinder engine finally made its introduction. These versions were not built in sufficient quantities to be homologated, so they raced in the prototype class only. Larger ducts for cooling the bigger rear brakes is an exterior feature of the 904/6. It was eventually replaced in 1966 by the 906 prototype racer.

Today the 904 or Carrera GTS remains as one of the finest and most successful Porsches ever constructed. It kickstarted a program of racing cars, that would eventually result in the all conquering 917. It also holds a unique spot in the manufacturer's history as the last dual-purpose sportscar Porsche ever built.

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Sources : 1964 Porsche 904 Carrera GTS Photo | 1964 Porsche 904 Carrera GTS Article
2014 Hyundai Genesis Coupe : Current Models
2014 Hyundai Genesis Coupe : Current Models

Hyundai is already working on a replacement for the now six-year old Genesis Coupe, having even presented a conceptual take of what the future may hold with last year's impressive HND-9 study, but for the time being, it's giving the current model a few minor updates to keep it relevant on the market. In particular, for 2014, the Koreans made some changes to the Genesis Coupe's powertrain and equipment features.

Starting with the former, they added an engine RPM downshift rev-matching system as standard on all models fitted with the 8-speed transmission, while the manual gearbox gains carbon-coated synchronizer rings for smoother shift action and a standard Hill-start Assist feature. Wrapping up the updates under the hood is the new intake sound induction pipe for the 2.0-liter Turbo model.

Moving on to the equipment revisions, all models now come fitted with fog lights, cruise control, auto-dimming inside mirror with HomeLink, heated mirrors and floor mats as standard.

R-Spec models gain improved seat bolsters, while other updates included a newer navigation system, improved telematics services, five new exterior shades and a new cloth interior scheme.

Pricing for the 2014 Hyundai Genesis starts at $26,350 excluding destination and handling. For more detailed info on pricing, check out the table below, followed by Hyundai's own list of competitors (which as you will see, range from the BMW 435i to the Honda Civic Coupe Si) and how they stack up against the Genesis Coupe in terms of power ratings.

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Sources : 2014 Hyundai Genesis Coupe Photo | 2014 Hyundai Genesis Coupe Article
Ken Block's Gymkhana 6 GoPro Edition : Videos

Ken Block's Gymkhana 6 GoPro Edition : Videos

Host : GoPro

GoPro presents Ken Block's 6th installment of his world famous Gymkhana series. This time, Ken looks to complete his ultimate Gymkhana GRID obstacle course on an abandoned airfield for his most elaborate stunt yet.

Special Thanks

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Sources : Ken Block's Gymkhana 6 GoPro Edition Photo | Ken Block's Gymkhana 6 GoPro Edition Video
2014 GMC Terrain : Current Models
2014 GMC Terrain : Current Models

The 2014 GMC Terrain is a slightly-larger-than-compact crossover that shares its design with the Chevrolet Equinox. It seats five people in comfort and offers a relatively high level of luxury for this segment. With high-quality surfaces, flowing lines across the dashboard and a lengthy standard equipment list that includes a 7-inch touchscreen and a rearview camera across the board, the GMC's interior accommodations set it apart from competitors.

The availability of a V6 engine also sets the 2014 Terrain apart from many of its rivals in this price range, although you'll typically encounter the 2.4-liter four-cylinder engine that's standard on all trim levels. It has solid EPA fuel economy ratings, but in the real world we've been underwhelmed by both its performance and its mpg. If your budget allows, the optional 3.6-liter V6 provides much stronger acceleration and a more enjoyable driving experience, especially on the highway. Both engines are available with either front- or all-wheel drive, so you can tailor the Terrain to suit your specific needs and tastes. However you equip it, the GMC gets high marks for ride comfort, and extensive sound-deadening measures result in a remarkably serene cabin.

As good as the 2014 GMC Terrain is, it faces a wide range of capable competition. The highly regarded Honda CR-V has a lower base price than the Terrain, and it provides several additional cubic feet of cargo space even though its exterior dimensions are smaller. The 2014 Ford Escape has an equally high-end interior and a sportier feel around turns, while the 2014 Kia Sorento offers a bit more interior room and an available V6 of its own, along with an optional third-row seat.

If you shop around, one of the above choices could prove to be more desirable overall. But the 2014 GMC Terrain is definitely worth a look, particularly if you're interested in one with a truly upscale interior and a V6 engine option.

Body Styles, Trim Levels, and Options
The 2014 GMC Terrain is available in SLE, SLT and Denali trim levels. The SLE and SLT trims are further subdivided into two levels: SLE-1 and -2 and SLT-1 and -2.

Standard equipment for the base SLE-1 trim includes 17-inch alloy wheels, heated sideview mirrors, auto-dimming rearview mirror, a rearview camera, cruise control, a power height-adjustable driver seat, a sliding and reclining backseat, tilt-and-telescoping steering wheel with cruise and audio controls, OnStar, Bluetooth phone connectivity and a six-speaker sound system with a 7-inch touchscreen interface that includes satellite radio, an auxiliary audio jack and an iPod/USB interface.

The SLE-2 trim adds to the SLE-1 by including roof rails, automatic climate control, an eight-way power driver seat with power lumbar adjustment, a leather-wrapped steering wheel, upgraded cloth upholstery, an upgraded eight-speaker Pioneer audio system and GM's IntelliLink user interface that allows voice command for some phone and audio functions. Optional on the SLE-2 is the Safety package, which includes lane-departure warning and forward-collision alert systems, along with rear parking sensors, while the Convenience package adds heated front seats and remote engine start. Also available for the SLE-2 is the Chrome package that includes chrome exterior trim, 18-inch chrome-finish wheels and an all-weather rear cargo mat. A sunroof is a stand-alone option.

The more feature-laden SLT-1 comes with all the SLE-2's standard equipment as well as the Convenience package contents and leather upholstery. The Safety package and sunroof remain optional, and you can also opt for a height-adjustable power liftgate.

The SLT-2 comes with all of the above equipment as standard (except the cargo mat) and also includes driver-seat memory functions.

The Denali trim incorporates everything that's standard for the SLT-2, but adds Denali-specific wheels (18-inch wheels on four-cylinder versions and 19s if you get the V6), rear cross-traffic and side blind-zone alert systems, an eight-way power passenger seat and special exterior/interior trim details.

A navigation system is optional for all GMC Terrains, except the SLE-1. A dual-screen DVD rear entertainment system is available for the SLT-2 and Denali.

Powertrains and Performance
The standard engine for every 2014 GMC Terrain is a 2.4-liter four-cylinder that produces 182 horsepower and 172 pound-feet of torque. Optional for any Terrain except the SLE-1 is a 3.6-liter V6 that churns out a hefty 301 hp and 272 lb-ft of torque. Both engines are backed by a six-speed automatic transmission. Front-wheel drive is standard and all-wheel drive is optional, regardless of engine choice or trim level.

The four-cylinder, front-wheel-drive Terrain returns an EPA-estimated 22 mpg city/32 mpg highway and 26 mpg combined. With all-wheel drive, those numbers drop to 20/29/23. The 3.6-liter V6 front-wheel-drive models are rated at 17/24/20, and all-wheel drive stands at 16/23/19.

In Edmunds testing, a front-wheel-drive four-cylinder Terrain went from zero to 60 mph in 9.4 seconds, an average time for the class. A V6-equipped, all-wheel-drive Denali version sprinted from zero to 60 in 7.0 seconds, an impressive time among small and midsize crossovers with a six-cylinder or upgraded turbocharged engine.

With the four-cylinder engine, a properly equipped Terrain can tow 1,500 pounds; the V6 increases towing capacity to 3,500 pounds.

The 2014 GMC Terrain is fitted with standard antilock brakes, stability and traction control, front-seat side-impact airbags, side curtain airbags and a rearview camera. Also standard is GM's OnStar emergency communications system, which includes automatic crash notification, an emergency assistance button, remote door unlock and stolen vehicle assistance.

A lane departure warning system, forward collision warning system and rear parking sensors are optional on the SLE-2 and SLT-1 trim levels and standard on SLT-2 and Denali. Blind-spot monitoring and cross-traffic alert systems are exclusive to the Terrain Denali.

The Terrain brakes confidently. In Edmunds testing, a four-cylinder Terrain came to a stop from 60 mph in 121 feet, a few feet shorter than average. The significantly heavier V6 AWD Terrain Denali stopped in 123 feet.

In government crash tests, the Terrain earned an overall score of four stars out of five, with four stars for overall frontal-impact protection and five stars for side-impact protection. The Insurance Institute for Highway Safety gave the Terrain the best possible rating of "Good" in its moderate-overlap frontal-offset, side-impact and roof-strength tests.

Interior Design and Special Features
GMC might still be perceived as a "truck" brand, but the 2014 Terrain's nicely appointed interior is anything but rugged to the eye or the touch. The dashboard is styled in two graceful curves and the gauges and secondary controls are highlighted by soft blue back lighting, while soothing ambient light makes for a truly inviting nighttime environment.

The standard 7-inch color touchscreen display lends a high-tech feel to even the base model Terrain, but the IntelliLink interface (standard starting on the SLE-2 model) is a worthwhile enhancement, as it uses Bluetooth streaming audio to enable integration of smartphone apps such as Pandora and Stitcher. The on-screen menus are well organized, but the system's occasional slow or missed responses to touch inputs can be frustrating.

Particularly noticeable is the attention to sound-deadening in the Terrain. An acoustic windshield and other noise-killing measures -- including an active noise-cancellation system for four-cylinder models -- work wonders in muting tire and wind noise, even during high-speed cruising. The front bucket seats are comfortable, and the standard sliding rear seat allows you to optimize rear-seat legroom or cargo space, depending on your needs.

That said, even considering the Terrain's almost-midsize footprint, it's not entirely efficient with its interior space. With the rear seats folded, the Terrain's 63.7 cubic feet of maximum cargo capacity is noticeably less than that of the Honda CR-V, Hyundai Santa Fe and Toyota RAV4. With the rear seats carrying passengers, the Terrain offers 31.6 cubic feet of cargo space.

Driving Impressions
Although the four-cylinder GMC Terrain matches the acceleration times of other compact crossovers in this price range, it doesn't feel as potent out in the real world. You'll have the gas pedal floored during routine merging and passing maneuvers, and this isn't very relaxing. During a year-long test of a four-cylinder Terrain, our observed fuel economy also came in well below the EPA combined rating. In our view, the fuel-efficiency advantage of the four-cylinder engine is smaller than the EPA ratings suggest.

Meanwhile, the 2014 GMC Terrain's available V6 is downright impressive. It provides strong performance in any situation and delivers its power in a smooth manner that complements the Terrain's high-end design.

Ride quality is excellent on all 2014 Terrains. GMC's compact crossover glides over road imperfections and boasts a hushed cabin at interstate cruising speeds. The Terrain Denali gets special rear shocks to further cushion the ride. Don't expect sporty handling, though, as comfort is the Terrain's primary mission. Likewise, the steering is exceptionally light and not especially precise, even for a crossover SUV.

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Sources : 2014 GMC Terrain Photo | 2014 GMC Terrain Article | 2014 GMC Terrain Photo 2 | 2014 GMC Terrain Engine Photo | 2014 GMC Terrain Photo 3 | 2014 GMC Terrain Interior Photo
Vintage Volkswagen Club of America...
Vintage Volkswagen Club of America : Mason City : IA : Clubs

The Vintage Volkswagen Club of America (VVWCA) was founded in 1976 to serve as a network for vintage Volkswagen enthusiasts owning air-cooled cars and trucks. In the beginning, the first vintage Volkswagens were the early split rear window cars; hence our logo features a split rear window sedan. As this hobby grows older, more Volkswagen models qualify as vintage through the production of the last Volkswagen convertible in 1979. The VVWCA endeavors to assist all enthusiasts of vintage (and near to vintage) VWs in the historical, technical, and social aspects of this hobby.

In furtherance of the VVWCA's basic objectives, we have established this web site to serve as an international networking point for our members, chapters, affiliate clubs--and you, the VW enthusiast! As of this writing, we have only outlined the basic structure of this page, so check back often to see how it evolves and to see the additional resources that we (our membership) will provide!

The VVWCA celebrates over thirty years of serving the VW enthusiast. As such, we are one of the oldest and largest "grassroots" Volkswagen clubs in existence, with chapters and associate clubs worldwide. The VVWCA is a non-profit organization, run voluntarily by enthusiasts, for enthusiasts.

We invite all persons interested in vintage and near-to-vintage Volkswagens to join our club, and to seek-out your local chapter or VVWCA affiliate club. There are countless events that occur throughout the year which allow you to meet enthusiasts with similar VW interests and to provide the resources to help you enjoy your Volkswagen to the fullest degree.

The general objective of the Vintage Volkswagen Club of America is the furtherance and promotion of the following items through its members who are joined and mutually pledged to the VVWCA.

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Sources : Vintage Volkswagen Club of America Photo | About Vintage Volkswagen Club of America
Obama Lauds Barra's Rise To GM CEO : News
Obama Lauds Barra's Rise To GM CEO In State Of The Union Address : News

President Barack Obama cited new General Motors CEO Mary Barra as an example of those who strengthen America by realizing their dreams through hard work.

"That's what drew our forebears here," he said in his State of the Union address Tuesday. "It's how the daughter of a factory worker is CEO of America's largest automaker," he added, as television cameras focused on Barra, attending as a guest of first lady Michelle Obama.

Barra, 52, became the first CEO of a global automaker when she succeeded the retiring Dan Akerson two weeks ago. In the early 1980s, she landed her first job as a plant engineer at GM's Pontiac Motor Division, where her father worked as a die maker for nearly four decades.

Obama directly followed his nod to Barra with references to political rival John Boehner and himself.

It's "how the son of a barkeeper is speaker of the house," Obama continued, turning to a thumbs-up from the Ohio Republican seated behind him. It's "how the son of a single mom can be president of the greatest nation on Earth."

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Sources : Obama Lauds Barra's Rise To GM CEO In State Of The Union Address Photo | Obama Lauds Barra's Rise To GM CEO In State Of The Union Address Article
1968 Corvette L88 Coupe : Classic Cars
1968 Corvette L88 Coupe : Classic Cars

The new 427-cubic inch L88 V-8 was an outgrowth of the “big block” Mark IV engine program first introduced in the form of a 396-cubic inch V-8 in 1965. GM management had initially decreed that no car line smaller than its full-size lineup should carry an engine larger than 400 cubic inches, including the Corvette. Since the 396 V-8 squeezed in just under the limit, it replaced the fuel-injected 327 in the Corvette as the top offering. Dubbed the L78, with 425 advertised horsepower, some 2,157 buyers checked the option block and paid $292.70 for the privilege, but Chevrolet was about to be upstaged. Carroll Shelby began installing Ford’s 427-cubic inch V-8 in his two-seat Cobra, and Chevrolet engineers were compelled to respond. It materialized for 1966 in the form of Chevrolet’s own 427 V-8, basically a 396 with a larger 4.25 bore, an 11:1 compression ratio, and an advertised 425 horsepower.

GM engineers wanted more, and for 1967, Chevrolet introduced the L71, a 427-cubic inch unit with a trio of progressively linked two-barrel carburetors producing 435 horsepower. Some 3,754 buyers paid $437.10 for the latest and greatest. Still, engineers wanted more and offered the L89—this time with aluminum heads for the L71—essentially an option for the optional engine. Only 16 buyers chose the L89 at an additional cost of $368.65 over the L71.

The engineers went for broke one more time, which resulted in what is known as RPO L88. Once more, it was based on the 427, but it had 12.5:1 compression and was topped by a single Holley four-barrel carburetor sucking 850 cubic feet per minute while being capable of running on 103 high-octane fuel. Sources quoted the true output to be closer to 560 horsepower. Chevrolet upped the price of admission, too—this time with a $947.94 price tag! Ordering the engine required certain mandatory options, and the radio and heater were deleted in order “to cut down on weight and discourage the car’s use on the street,” according to a press release at the time. Just 20 buyers said “yes” and bought what was essentially a racing engine for the street that was given an RPO code.

The L88 was back for 1968, this time enveloped by an all-new Corvette. Despite the hefty price tag for the optional engine, 80 buyers signed up for the blistering performance. Contemporary road tests quoted 0–60 mph in 4.2 seconds and barely 8.0 seconds to 100 mph! The L88 came back one final time in 1969, when 116 buyers said yes before the history books closed the chapter on one of the Corvette’s most powerful engines of all-time.

The order for this car was placed through Paulos Auto Company, a Chevrolet-Oldsmobile dealer in Magna, Utah on November 15, 1967. The buyer, Carl Schettler, of Salt Lake City, received the Corvette as a college graduation gift from his father. Schettler specified a Rally Red exterior and black interior, along with the L88 engine. In addition, GM required him and all L88 purchasers to include the M22 “rock crusher” four-speed manual transmission, the J50/J56 heavy-duty power four-wheel disc brakes, a G81 4:11 positraction rear, the F41 special purpose suspension, an N11 off-road exhaust, and a transistorized ignition—at a total cost of $5,589. Both the original order for the car and the tank sticker confirm the equipment ordered on this special Corvette; the car also retains its original 1968 Owner’s Manual.

Schettler’s college friend, Dr. William Hagabush, purchased the car from him in 1971. Schettler got the car back from Hagabush sometime between 1973 and 1974. Just one year later, it came into the possession of Rick Reynolds, of Juneau, Alaska. It passed through two more Alaskan owners until it passed to Bob Fattore in 1987, who sold the car to “Corvette Mike” Vietro. Finally, it was passed to the current owners in 2008, who have continued to remain careful stewards of this important Corvette.

The car participated in the 1988 Bloomington Special Collection, where it was judged 99.0 points out of 100, as well as the 2010 Bloomington L88 Invasion. NCRS documentation from October 23, 2012 verifies the authenticity of the tank sticker. All paperwork and documentation remains available for inspection. It is both Bloomington Gold certified and the recipient of an NCRS Top Flight Award from the 1988 Western Regionals in August 1988.

It is one of a total of 216 L88 Corvettes produced from 1967 through 1969, and one of only 80 built for the 1968 model year. Most importantly, it is one of the few L88s to retain its original engine. The highly desirable red exterior with black interior was restored to original by Nabers Brothers in 1987. It is one of only four built in 1988, painted Rally Red, adding to both its exclusivity and desirability. More recently, the engine compartment was treated to a $16,000 freshening in 2011 by L88 expert Tim Thorpe.

This is an incredible opportunity to own one of the most vaunted Corvettes ever built by Chevrolet. With known history from new and it still being equipped with its original engine, original dealer order sheet, tank sticker, NCRS verification, and one of the most desirable colors offered, a chance to purchase a spectacular, historic automobile like this is almost impossible to happen again soon.

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Sources : 1968 Corvette L88 Coupe Photo | 1968 Corvette L88 Coupe Article
Maserati Ghibli Event : Videos

Maserati Ghibli Event : Videos

Host : Advent Films

Maserati of Westlake hosts an event to let customers get behind the wheel of the new Ghibli.

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Sources : Maserati Ghibli Event Photo | Maserati Ghibli Event Video
Ford Rescue X : Concept Cars
Ford Rescue X : Concept Cars

The Ford Rescue X design proposal from Robert Engelmann is a tough vehicle designed for rescue operations in treacherous terrains. The futuristic search and rescue vehicle is designed to reduce time consumption in medical emergencies. It seats two people, a driver and an operator, there’s also a medical module connected to the chassis by means of mechanical balancing system.

One of the seats has an integrated first aid pack that can be quickly released, while the rotating wheel arches on the concept allow it to move through snow covered/ icy terrains. The medical module has a system to allow remote Computer Aided Surgery (CAS). The concept has an electric drivetrain utilizing four suspension-mounted motors.

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Sources : Ford Rescue X Concept Photo | Ford Rescue X Concept Article
Neon Mustang : Photos
Neon Mustang : Photos

Sources : Neon Mustang Photo
1953 Gordini Type 24 S : Classic Cars
1953 Gordini Type 24 S : Classic Cars

Amédée Gordini stood at Le Mans in 1953. He had finally created his masterpiece, a three-litre eight-cylinder sports car, which he intended to use to compete at the highest level. It would run in anger against names like Ferrari, Maserati, Lancia, Mercedes-Benz, Jaguar, and Aston Martin, and it would be run not only by Works teams but also by wealthy privateers.

For his car, Gordini chose an inline eight-cylinder engine, which was chosen for practical reasons as well as for its simplicity. Lacking the capabilities to produce a modern V-8 block, Gordini took two of his four-cylinder, 1,500-cubic centimetre engines of the same size and then mounted them end-to-end. The result had a long stroke, and it was not particularly high-revving, as it could produce peak power at only 6,500 rpm. Nonetheless, this simplicity and a modest compression ratio did not reduce the engine’s performance. Originally, the output was 220 brake horsepower, with power raised to little more than 260 brake horsepower by 1955, which was a power level almost the same as the Maserati 300 S in its first guise or of the Monza Ferrari. This power was then sent to the rear wheels by a five-speed transmission.

It was mounted on a chassis that was designed based on Gordini’s principles of simplicity and lightness, with a frame made of two large-section tubes that had been joined by four tubular cross members. Independent front suspension was by double wishbones that were made of forged steel arms, and it was attached to the front cross member and hub carrier. Each main tube contained a bolted sleeve, in which a torsion bar passed up to the front arm of the lower wishbone. To further reduce weight, Messier dampers were chosen instead of the Houdaille shocks. The rigid rear axle was positioned by the trailing arms, as well as a Watts linkage that attached to the axle’s rear cover. Hydraulic drum brakes, originally fitted in 1953, would be replaced in 1954 by the latest Messier disc brakes.

The Works Gordini Type 24 S offered here, chassis number 36, was entered for the 1953 24 Hours of Le Mans, registered as 71 CB 75, with an aluminium body and a centre-mounted steering wheel. The body of this example was distinguished by four circular headlamps and wheel arches that were not semi-circular, as usual, but they rather had an angular rear design. In this form, chassis number 36 won the Tour de France Automobile in September 1953 at the hands of Jean Behra. In November of the same year, Behra raced the car at the Carrera Panamericana, but he did not finish, although he was 6th overall before retiring.

In 1954, the car sailed to North Africa in rough seas, and due to poor stowage on board, the front of the bodywork was damaged, leading it to be rebuilt and modified for the Senegal Criterium. The nose was reworked again following the 12 Hours of Reims, after a light collision with Tony Rolt’s Jaguar D-Type resulted in more damage; they were in 3rd place at the time. It then entered the Tour de France Automobile, with Guelfi and Quinlin, reaching 2nd place overall, but it did not finish. Luck would prevail at the Coupe du Salon in Montlhery, where it would take the chequered flag with Behra at the wheel.

For the 1955 season, Bayol and Shell finished an impressive 5th overall at the 1000 KM of Buenos Aires. Guelfi finish 3rd overall at Agadir, and Bordoni would then pilot this car at the Mille Miglia, but he was forced to retire after transmission trouble.

After that, and in order to compete in the 24 Hours of Le Mans, the body was redesigned to be very low and built according to the style of the contemporary, streamlined Gordini Monopostos. The body, which it still wears today, appears original and impressive some 47 years later, with its four side exhausts and side vents, which were added in 1956.

Amédée Gordini faced financial difficulties in mid-1956, and despite discussion with Renault, no short-term solution was coming. After being made aware of the situation, famous novelist Francoise Sagan, a well-known petrolhead who liked to drive barefoot, went to the Automobiles Gordini head office at 69/71 Boulevard Victor in Paris, hoping to buy a car and help the team. Seeing chassis number 36, she asked how much it would cost. Gordini excused himself, went to his assistant, and asked her to add the amount of the company’s current debt to all the salaries due to be paid by the end of June. This was the price that Sagan paid for her car, which was delivered at the end of August, after having been retrofitted with a full windscreen, repainted, and fully serviced at Monsieur Gordini’s insistence. Racing driver André Guelfi later recalled helping the young Sagan learn how to control the car at high speeds.

In November 1958, gentleman driver José Piger purchased chassis number 36 and registered it on 14 September 1959, as 103 BH 43. He then raced it at the Mont Ventoux, Mâcon-Solutré, and Mont Verdun hill climbs. After many years of ownership, he sold the car on 18 July 1986, to Jacques Montanari, who would register it as 71 CB 93. The present owner acquired the car from Montanari on 1 February 1997 and returned it to the road, with assistance from the competent Michel Magnin. The Gordini successfully completed the 1998 and 1999 runnings of the Mille Miglia, as well as the 1999 Tour de France Automobile, still registered as 71 CB 93. In the past years, it has entered all the major historic events, such as Tour Auto, the Mille Miglia, and the Le Mans Classic, wearing registration 482 NDG 75. Finally, it was registered as AH-302-HJ, as per new French registration rules.

Gordinis are fabulously rare cars, as only approximately 32 chassis were produced between 1946 and 1957. Of these 32 chassis, roughly half of them are in museums, with the most notable of these being the famous Schlumpf Collection, which maintains 14 examples. Many of them have led a complicated life, as Amédée Gordini was always short of money, and he maintained the cars on a piecemeal basis.

Offered here is not only the final design by “The Wizard”, but it is also one that has originality and a defined, well-known history, which includes having only five owners for 47 years. It has been driven by the likes of Behra, Lucas, Barraquet, Bordoni, Simon, Pilette, Guelfi, Quinlin, Bayol, Schell, Manzon, and Sagan. It is capable of lapping the 6.3 kilometre circuit at Montlhéry at more than 160 km/h, reaching over 110 mph at Le Mans and 89 mph at the Dakar Circuit, which were very impressive figures in its heyday. Most importantly, this chassis has raced in the four great races of its era, the Mille Miglia, Le Mans, the Carrera Panamerica, and the Tour de France Automobile.

It is eligible for all the most important historic events in the world, and it would mark a touchstone acquisition for the most astute of enthusiasts.

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Sources : 1953 Gordini Type 24 S Photo | 1953 Gordini Type 24 S Article
Clinton Greeted Warmly By Dealers : News
Clinton Greeted Warmly By Dealers : News

National Automobile Dealers Association (NADA) welcomed Hillary Rodham Clinton today as its keynote speaker at the NADA Convention & Expo in New Orleans at the Morial Convention Center.

While the appearance was controversial, dealers warmly received Clinton as she gave an hour-long speech to a near-packed house.

Clinton talked about a variety of subjects including Benghazi, running for president in 2016 and the Obama's "bailout" of the automobile industry in April of 2009.

NADA's chief economist, Steven Szakaly, yesterday sang the praises of the automobile industry at the same convention, citing increasing home values, residential housing construction and rising employment as key factors that will drive the US economy and increased automobile sales in 2014.

"These factors are also critical to maintaining the pace of auto sales growth, which has been an integral part of the economic recovery," said Szakaly at the NADA Convention & Expo in New Orleans.

"Consumers will be far better off in 2014 than last year," Szakaly added. "Employment is improving, debt has been reduced and home prices across all regions of the country will remain stable or will rise, creating a positive wealth effect."

Hillary Clinton agreed with Szakaly.

She defended her support of the auto industry bailout in a question-and-answer session with David Westcott, outgoing chairman of NADA.

"This was a tough set of choices that those of us in the Congress faced," she. "I became convinced with information I was presented by the [George W. Bush] administration, especially [then Secretary of the Treasury] Hank Paulson."

She said Paulson convinced her of the need for the bailout when he said: "We have to take steps to prevent a collapse that was worse than the Great Depression."

"I know the NADA lost dealerships, lost jobs at the core of a lot of communities. But the overall picture turned out to be positive."

"Building and selling cars to a great extent created the American middle class. The resurgence of the auto industry over the past few years has been a driving force behind our economic recovery. It's not only that. I know the dealers here and across our country play a vital role in communities. Before coming here, I checked employment figures. Employment at dealerships is on the rise -- up more than 3 percent over the last year."

Clinton is also excited that General Motors picked Mary Barra as CEO.

"I'm excited about GM's new CEO. You might guess I would be. I guess you could say she broke through the steel ceiling, not the glass ceiling. Her father spent four decades as a GM die maker. I can't imagine he dreamed his daughter would head the company," said Clinton.

Clinton -- former first lady, U.S. senator from New York and U.S. secretary of state -- largely steered clear of controversial issues in an hour-long, non-partisan speech filled with anecdotes about her experiences in public life.

However, after the speech, Clinton met with the press.

During a Q&A portion reported by MSNBC, Clinton discussed her 2016 presidential plans. She said, "I don’t know—not a very satisfactory answer I know. We have a lot of issues right now that need to be dealt with"

Adding, "I'm not thinking about it. I’m trying to get other people not to think about it."

But promising, "I will think about it in the future sometime, but right now let’s think about what we have o do to continue building on our success."

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Sources : Clinton Greeted Warmly By Dealers Photo | Clinton Greeted Warmly By Dealers Article
2014 Mazda MX-5 Miata : Current Models
2014 Mazda MX-5 Miata : Current Models

The Mazda Miata is the best-selling two-seat roadster in history—basically, the most popular sports car ever—and in its third generation, nearly 25 years into its run, the MX-5 Miata is better than ever. It’s light, lean, simple, and still inexpensive—and it’s just as fun to drive as it ever was.

For the 2014 model year, Mazda carries forward unchanged aside from some new exterior color options.

That’s a good thing, however, as the MX-5 Miata, though showing its age as it enters its eight year of the third generation, is still a purist’s sports car in base form, and capable of surprising levels of luxury in Power Retractable Hard Top (PRHT)/Grand Touring form.

The exterior of the 2014 Mazda MX-5 is simple, composed of smooth curves and only minimal sculpting; it embodies the ethos of the car, with simplicity and straightforwardness at the forefront. Inside, it’s more of the same, with a simple horizontal dash and center stack of controls. The gauges sit pod-like in front of the driver, with clear read-outs and clean script.

Under the 2014 Mazda MX-5 Miata’s hood lies a 2.0-liter in-line four-cylinder engine rated at 167 horsepower when paired with either the base five-speed manual or optional six-speed manual transmission; the six-speed automatic reduces power output to 158 horsepower. With any transmission, torque output is 140 pound-feet. Both power and torque arrive rather high in the rev range, meaning the engine likes to be worked to produce the best results—just as a sports car should be.

While there are several trim levels, there are only two major types of MX-5: the folding soft-top roadster, or the PRHT hard-top convertible model. The PRHT adds a layer of sophistication and security to the car, improving all-weather comfort and giving the car a sleeker, more coupe-like profile with the top raised. The PRHT system packages neatly behind the passenger compartment, but it does add some noticeable weight—about 80 pounds over the soft top. Even so, the MX-5 weighs less than 2,600 pounds in any form, and as little as 2,447 pounds, giving the car a lithe and nimble character when pressed into sporting service.

On the open road, both models are comfortable and forgiving, with surprising head and leg room given the small and low exterior dimensions—even drivers over six feet will find (just) enough space. Road and wind noise can become evident, particularly at higher speeds, however, and you’ll find full-size SUVs look more like semi-trucks from the low-slung seats.

Neither the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS) has crash tested the 2014 Mazda MX-5 Miata. Nevertheless, a strong complement of standard airbags, strong brakes, and the Miata’s innate handling in emergency maneuvers should inspire confidence in potential buyers.

Last year a new Club model was added to the MX-5 Miata range, and it continues for 2014, pairing the upgraded Suspension Package with the six-speed manual transmission, staking out a middle ground between base models and the Grand Touring top trim. Grand Touring models get leather trim, automatic climate control, and many other options—enough to feel rather luxurious. An available Bose audio system offers adaptive sound to compensate for extra wind noise when the top is down. If you must have Bluetooth connectivity, however, you’ll have to go for the Grand Touring—it’s the only trim that offers it.

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Sources : 2014 Mazda MX-5 Miata Photo | 2014 Mazda MX-5 Miata Article
WaterCar Panther : Videos

WaterCar Panther : Videos

Host : Watercar

Watercar introduces the Fastest Amphibious Car in the World, Panther by Watercar, and will begin taking orders July 1st. 2013! Enjoy!

If you would like to enter our facebook contest please submit your ideas to Facebook to enter and Win!

Special thanks to Fountain Valley Body Works for Building and Designing such an amazing vehicle. Fountain Valley Bodyworks voted Best Autobody shop in Orange County, California! 4 years in a row!

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Sources : WaterCar Panther Photo | WaterCar Panther Video
Kia Track'ster : Concept Cars
Kia Track'ster : Concept Cars

There must be something about the Soul hatchback that compels Kia to use bizarre punctuation. Take, for example, the Soul’s + and ! (Plus and Exclaim in our language) trim levels, and the topless Soul’ster concept from three years ago. This Track’ster is the company’s second apostrophe-laden Soul-based concept: It’s a 250-hp, all-wheel-drive hatchback that sacrifices the normal Soul’s rear doors and rear seat in the pursuit of track-readiness. The somewhat tough-looking concept makes its first appearance at the typically pickup-truck-heavy Chicago auto show.

The Track’ster’s basic shape was carried over from the Soul—the front end and sloped roof are vaguely familiar—but much of the rest is unique. The concept rides on a wheelbase that’s nearly an inch longer than the Soul’s, and its fender flares contribute to an additional five inches of overall width. It hides its size increase well; the extra width and lengthened front doors make it appear more compact and sporty than the five-door Soul.

The Track’ster’s best angle might be the rear shot, which features two booster-rocket exhaust outlets and taillights that illuminate from behind the hatch’s glass. Out front, Kia stuffed a pair of giant LED fog lights into the corners of the equally oversized lower intake. The headlights look like squared-off versions of the current Soul’s, and between them is a rather conventional-looking take on Kia’s corporate grille. Scoops and vents adorn both sides of the front and rear bumpers, each front fender, and both rocker panels just ahead of the rear wheels. Speaking of, they’re custom 19-inch HREs wrapped in Michelin Pilot Sport PS2 rubber.

Inside, there are just two deeply bolstered seats covered in grippy suede. In place of the absent rear seat, there’s a special parcel tray with has spots for track gear like helmets, racing suits, and tools. In keeping with the Track’ster’s racy theme, there are dash-top readouts for oil temperature and battery voltage.

Hypothetical Hot Hatch’ster?
Further backing up its race-ready looks, the Track’ster’s spec sheet reads more like that of a Volkswagen Golf R than a five-door Kia. A 250-hp, turbocharged 2.0-liter four-cylinder and a short-throw six-speed manual transmission send power to all four wheels, and the car sits on a lowered suspension tuned for imaginary track forays. Hypothetical speed is scrubbed off by 14-inch front and 13.6-inch rear Brembo disc brakes squeezed by six- and four-pot calipers.

Kia says there are currently no plans to put this hot-hatch Soul into production. However, the automaker apparently is in the final throes of approving the two-door convertible Soul’ster for public consumption, so there’s at least a possibility the Track’ster (or something like it) could see the light of day. Take away the fantasy-land track gear and the all-wheel-drive system, and you’re left with a fairly feasible Soul turbo model. Regardless of the door count, we could dig a good looking turbo’d Soul. Period.

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Sources : Kia Track'ster Concept Photo | Kia Track'ster Concept Article
Bugatti Veyron Grand Sport L'Or Blanc : Photos
Bugatti Veyron Grand Sport L'Or Blanc : Photos

Sources : Bugatti Veyron Grand Sport L'Or Blanc Photo
1971 Plymouth Hemi Cuda : Classic Cars
1971 Plymouth Hemi Cuda : Classic Cars

Only 11 Plymouth Hemi ‘Cuda convertibles were ever built, making them among the rarest and most desirable of Mopar muscle cars. Among Hemi ‘Cuda convertibles, it doesn’t get any more exclusive than one of one built, like the 1971 Hemi ‘Cuda convertible seen here.

The only 1971 Hemi ‘Cuda convertible sprayed in “Plum Crazy” (and one of two originally built for export to Canada) will cross the block at Barrett-Jackson’s upcoming Scottsdale auction, as part of its exclusive “Salon Collection” of premium automobiles.

The car in question comes with the 426-cubic-inch Hemi V-8 engine, dual four-barrel carburetors, the 727 automatic transmission, the Super Track Pak option and a power convertible top.

While the car is pristine today, it was just five days away from being sold for scrap when it was discovered by Hemi ‘Cuda specialist Harold Sullivan on New Year’s Eve 2001. Reported stolen some 30 years earlier, the car was found tangled in underbrush and nearly beyond saving.

A two year restoration project, undertaken by Cummins Restoration and Ted Mazurek, followed. Once completed, the car was appraised and authenticated by Mopar expert Galen Govier, and it later went on to win top honors at the 2005 Meadowbrook Concours d’Elegance.

It’s not clear if the car is a numbers-matching example, but given its sad history our guess is that it’s not. Still, the car in any form is highly desirable, and likely to command top dollar when it crosses the block on January 19, 2013.

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Sources : 1971 Plymouth Hemi Cuda Photo | 1971 Plymouth Hemi Cuda Article