Drive Away 2Day

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1960 Omega Jaguar Special : Classic Cars
1960 Omega Jaguar Special : Classic Cars

During the 1950s and 1960s racing specials were a common sight at race meetings in Europe and the US where they competed head to head with considerable success against the very best that the mainstream auto manufactures could offer. Often hybrids by design, these specials were built from combinations of the preferred equipment available to the motoring public from their era, and are generally one-of-a-kind, often amounting a colorful history competing against household names from the motorsport industry.

This particular car is a Jaguar-power special built during the winter of 1959 by John Wilks and first campaigned in 1960 at the Stapleford, Essex hill climb by Mr. Wilks himself.

It is a tubular space-framed in construction, with an all aluminum body. During most of its career it has been motivated by a Jaguar 3.4L powerplant with 3 SUs, a Jaguar (Moss) gearbox, early Austin Healey rear axle on uniball jointed trailing arms and ‘A’ Bracket, double-wishbone front suspension, front disc brakes, rear drum brakes, rack & pinion steering, and 16 inch wire wheels. For the period of its construction, it was a decidedly modern equipment package. It was a sports racing car in nature, and road registered on 6 RPE plates.

John Wilks was a 750 formula racer of some repute, but in 1959 he built this more potent special. Initially it had a 2.6 litre MG engine and gearbox, but after a few hillclimbs Wilks found he needed more power. “I grafted on a Zoller supercharger (off Goldie Gardner’s 1.5 litre record-breaker)”, said Wilks, “but at Brighton speed trials the blower drive disintegrated.”

During the winter of 1961/62, the 3442cc Jaguar engine from a crashed MkVII was fitted. At one time it had independent rear suspension, using the driveshaft as the top transverse link, and in that form it was used for one “very frightening” race at Brands Hatch. An Austin Atlantic axle was later used and the car was campaigned in all forms of competition, from Formule Libre races at Silverstone and Snetterton to the Brighton Speed Trials and hillclimbs at Prescott.

In 1963, the Omega was bought by John Miles (later a Lotus F1 driver). Miles raced the car at Debden, and won his class before selling it to Eric Liddell, who owned it for a few months before selling it to Stanley Morrison of Glasgow, who had Graham Birrell’s garage look after it. It is thought that the Birrells also raced it.

Stanley Morrison, the forth owner, competed in it twice but found the Omega to be too capable for him. While he owned it Sir Jackie Stewart drove it once, and his account of the events are described in a letter from him within the historical file.

In late 1967, while in Glasgow for Christmas, long-term owner Chris Wilson searched for the car, found the owner, Tim Morrison, and bought it from him. After some work on the car (it was missing the front wings and headlamps), Mr. Wilson drove it from Scotland, down to Chris and his wife’s house in Essex. Chris was 23 years old, newly married, and with little money. He and his wife used it to go to work in (to the Ford R&D Centre, Essex) and used it for one or two trips before taking off the road in late 1968. They then kept it off the road until they could afford to restore it.

In 1985 Mr. Wilson dismantled the car and a toolmaker friend, Bob Head, restored all the mechanical components, excluding the gearbox and the differential, which were outsourced. The instruments were restored by an instrument restorer.

In 1987 the components and the chassis with its bodywork were then given to Buskell Engineering who then removed the body, checked the chassis and repainted it. Mr. Wilson’s major objective in the restoration was to have it restored without any changes from the original form. The same approach was taken throughout – for example the original instruments were restored and their position in the dash exactly retained. The body was painted and the car re-assembled. The car was finally back on the road in 1995.

Chris and his wife used the car for about 1000 miles. Some years later, in 2003 Chris had the gearbox overhauled again by Alan George (top Moss gearbox expert). Mr. Wilson also obtained the correct 3.66:1 differential ratio. In 2009 Don Herridge re-fitted the back-axle and gearbox, re-positioned the headlamps to the correct (lower) position, and prepared the car for the road. The car was back on the road in early 2009, and had done about 300 miles before being sold in 2010 the present owner, a North American based and highly respected Jaguar “C Type and “D Type” expert.

Cosmetically, the car presents very well. The paintwork makes a strong impression, and the hand formed body is in good order. The interior is nicely trimmed in high quality upholstery, which is further complemented by the fitment of period Smiths mechanical instruments.

The Omega is in good mechanical order as well. The cars starts easily, revs freely, and has a decidedly competition feel to the driving experience. The 3.4L engine supplies more than enough torque and horsepower to keep even the bravest and most talented driver’s attention, and thankfully, it has disc brakes on the front corners. Its small size, and lightweight, minimalist, aluminum body further enhances the power to weight ratio. Ergonomically speaking, form clearly followed function, and the layout of the car was primarily based around mechanical requirements and weight distribution.

Truly a well documented period Special, included with the car are many period photos, a letter from Sir Jackie Stewart noting his involvement with the car, key quotes from previous owners describing its history, their involvement, and driving impressions, the Omega’s competition history, the Omega’s competition press cuttings, programs from two events, a 750MC Bulletin dated April 1964, A historical summary and list of specifications, letters and transcripts from John Wilks, letters from Stanley Morrison, letters and notes from Eric Liddell, Chris Wilson’s summary: “My life with the Omega”, press cuttings from Bill and Phil Buskell, an article in Classic and Sports Car, letters from Doug Nye a draft of the FIVA application, notes from Alan George – gearbox expert, copies of the UK Registration documents & some insurance documents, and invoices dating back to the 1980s.

By virtue of its 1960 completion date, the Omega is eligible for some of the world’s premier road rally events, not the least of which is the Colorado Grand, where this special-motivated by the torque of the Jaguar straight-six, is sure to be a brisk and spirited ride. Alternatively, it is also eligible for a great number of historic racing venues where it should prove competitive among cars from the late 1950s and early 1960s, and will certainly be an interesting conversation topic within the paddock.

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Sources : 1960 Omega Jaguar Special Photo | 1960 Omega Jaguar Special Article | 1960 Omega Jaguar Special Photo 2 | 1960 Omega Jaguar Special Engine Photo | 1960 Omega Jaguar Special Interior Photo | 1960 Omega Jaguar Special Interior Photo 2 | 1960 Omega Jaguar Special Rear Photo | 1960 Omega Jaguar Special Front Photo
Galpin Auto Sports (GAS) : Tuners
Galpin Auto Sports (GAS) : Tuners

"Galpin Auto Sports customizes ALL makes and models on ANY budget!

From window tinting, supercharging, specialty customizing, mind blowing gadgets and jaw dropping color creations, to a one of a kind retail experience, Galpin Auto Sports is a one stop Shop for all your automotive needs.

Our dedicated and passionate crew looks forward to your visit and here is to answer questions and brainstorm the conception your next vision."

Galpin Auto Sports (or GAS) is an American automobile dealership and automobile repair shop located in Van Nuys which specializes in customizing and remodeling vehicles specifically for their drivers. They also provide spare parts. The shop was founded in 1946 by Frank Galpin and later purchased by Bert Boeckmann.

Galpin Auto Sports is the car garage featured on the USA version of MTV's Pimp My Ride hosted by Xzibit. The show was moved from West Coast Customs to GAS in the 5th and 6th season. They also own a second-hand car shop. On site at the main garage is an extensive array of customized cars which can be bought direct from the garage.

GAS's work can also be seen on the new television show Knight Rider. They were asked to create the star of the show, a new version of the 2008 Ford Mustang called the GT500KR. "GAS had one week to create the new KITT, and they pulled out all the stops. Six people worked full time to create the Mustang that would be sent over to Picture Car Warehouse as the father of all the KITT derivatives and stunt cars."

"Galpinized" custom-designed vehicles have won national attention and awards. Galpin Motors is the number one volume Ford dealership in the world, and "the top California car dealer(s) with more than $700 million in annual sales", including well-known auto brands such as Ford, Lincoln, Mazda, Jaguar, Volvo, Aston Martin, Lotus, Honda and Subaru.

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Sources : Galpin Rocket Prototype Photo | Galpin Rocket Photo | About Galpin Article | Galpin Article
Lotus Elise 20th Anniversary : Current Models
Lotus Elise 20th Anniversary : Current Models

The Lotus Elise 20th Anniversary Special Edition has been revealed to mark the launch of the Elise at the Frankfurt motor show in September 1995.

The Elise 20th Anniversary is based on the Lotus Elise S Club Racer and is 10kg lighter than the standard car, bringing it in at 914kg. It hits 62mph from rest in 4.6sec and has a top speed of 145mph. Fuel economy is rated at 37.5mpg.

Standard equipment includes lightweight matt black forged wheels, a lightweight centre console in body colour and lightweight sports seats in leather or Alcantara with colour-coded stitching.

The car also has a Sport mode to improve throttle response and alter the traction control slip thresholds.

Buyers can choose between four colours - blue, green, yellow and silver - with the rear diffuser, wing mirrors, roll hoop cover and back section of the car painted matt black.

The 20th Anniversary costs £39,900 - a rise of £2700 over the Elise S, but with what Lotus claims is an additional £5150 of standard kit included.

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Sources : Lotus Elise 20th Anneversary Edition Photo | Lotus Elise 20th Anneversary Edition Article
Jeep Chief : Concept Cars
Jeep Chief : Concept Cars

Moab, Utah isn’t the type of place where man can thread lightly. Mountains, deserts, trails and the Canyonlands National Park are pretty hard to tackle without the right 4x4 machine. For this reason, an iconic brand uses Moab to showcase how off-road capable a Jeep is.

For the 49th Annual Easter Jeep Safari, the Fiat-Chrysler Automobiles-owned company made no less than seven concept vehicles. That’s one up over last year’s six and trust me - the seventh dram machine is the one that really counts.

Baptized Jeep Chief Concept, this offroader has what it takes to climb every mountain and ford every stream. Inspired by the classic, original Cherokee, the Chief is also a nod to the west coast surfer lifestyle, mostly because of that Ocean Blue paint and white French Bread roof.

Some may be tempted to call the Jeep Chief as being... ahem... groovy, but then you look at the a custom modified razor grille made famous by the Wagoneer. Speaking of the old-timer, there’s a new Jeep Grand Wagoneer in the pipeline.

Now back to the Jeep Chief Concept. 17-inch slotted mag wheels are on the menu as well, joined by Surfer pink, blue and white flowered cloth and leather-trimmed seats on the inside. This is where it gets kind of too vintage: surf stickers on the center console, a Rosewood front-passenger grab handle and a tiki-style shifter handle are other highlight cabin details.

Regarding the oily bits, things can be summed up as same old, same old. A two-inch lift kit with Fox shocks and front and rear Dana 44 axles with lockers enhance its off-road capability, while a 3.6-liter Pentastar V6 mated to a 6-speed stick shift take care of propulsion duties.

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Sources : Jeep Chief Photo | Jeep Chief Article
Porsche Seeks A "Connected" Car : News
Porsche Seeks A "Connected" Car : News

Porsche is known for great engineering, but it's usually the type that leads to fantastic engines and sublime handling, rather than cutting-edge infotainment systems. The company wants to alter that balance in the future to put a greater emphasis on connectivity in its models.

Porsche Cars North America COO Joe Lawrence outlined the brand's goals during a speech at the Bloomberg Innovation Forum in Atlanta, according to Automotive News. "Recognizing the phone is so ubiquitous in every sector, how do we integrate that into driving experience in a way that is safe and enjoyable?" he said. Lawrence suggested the company might be working with Google and Apple on future solutions.

Even if Porsche is working on making more tech savvy models, don't expect the company to forget its roots. Brand boss Matthias Müller also broached connectivity during his recent speech at a conference and said the sports car business' customers didn't want "a smartphone on four wheels." He promised investments in research and development to come up with an answer.

In the same speech, Müller strongly suggested fully electric Porsche models were on the way and also announced a seventh model line coming in the future. Lawrence reiterated the company's future, as well, in his address. "We will see further electrification of our product line," he said, according to Automotive News.

Rumors of Porsche building a Tesla-fighter have been circulating as of late. The vehicle is possibly in the body of the smaller Panamera called the Pajun, and it could offer a 300-mile range with an electric motor at each axle kicking out a reported total of 600 horsepower.

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Sources : Porsche Photo | Porsche Article
1971 MG MGB : Classic Cars
1971 MG MGB : Classic Cars

MG stood for "Morris Garages" of Oxford, England which began way back in 1924 or 1925, at a dealer of Morris brand vehicles which were then modified into various, special, "sportscar-style" bodies. The actual year of inception discrepancy depends on which version you read from historical documents available. Anyhow, the marque was actually started, as a stand-alone brand for certain, in March of 1928.

The first MGB's, referred to as MkI's (1962 to 1967), were all 2-door roadsters with convertible soft-tops and 1798cc, 4-cylinder engines and rear-wheel drive. In 1966 they also released a 2-door hatchback, coupe version with 2+2 seating, called the MGB-GT, also with the 1798cc, 4-cylinder engine, which would last only through 1974 for the U.S. market (but would continue through 1980 in Europe).

An attempt to make the MGB-GT a viable option, and to compete with other more powerful vehicles of the day, they shoe-horned a version of the Buick/Rover designed, 215 ci, V8 engine into it and called it the MGB-GT V8. (Read More)

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Sources : 1971 MG MGB Photo | 1971 MG MGB Article
Toyota FT-1 : Photos
Toyota FT-1 : Photos

Sources : 2010 Spyker C8 Laviolette Photo
2016 Chevrolet Camaro : Concept Cars
2016 Chevrolet Camaro : Concept Cars

The sixth-generation Chevrolet Camaro is expected to arrive as a 2016 model year vehicle in 2015. The vehicle will be all-new (completely reengineered and redesigned) and will be smaller and lighter than the fifth-generation model — improving the driving experience, performance, and fuel economy.

Here is some information we’ve gathered about the 6th-gen 2016 Camaro. This page is a continuous work-in-progress and will be updated on a regular basis as we await any official details from General Motors and Chevrolet.

While the fifth-generation Camaro is a very capable sports car, the Camaro team has recognized several areas of improvement for the next-generation vehicle. Most notably, these include size/dimensions, weight, and outside visibility from the cabin — all elements that have been noted as detracting from an exceptional driving experience in the 5th-gen model.

As such, the next-gen Camaro is expected to shrink in size, be lighter, and offer better visibility than the outgoing model — all elements that will allow the vehicle to be more agile and driver-oriented. The improvements will be made possible by migrating the sixth-gen Camaro to an all-new vehicle architecture (platform).

Some insiders have described the sixth-gen Camaro as being more along the lines of the Hyundai Genesis Coupe — itself a highly-praised sports car.

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Sources : Chevrolet Camaro Photo | Chevrolet Camaro Article
Fisker Shows The Thunderbolt Concept : News
Fisker Shows The Thunderbolt Concept : News

At first glance, the Thunderbolt stands out from the Aston Martin Vanquish on which it is based thanks to a redesigned carbon fiber body with a much sleeker roofline. Other modifications include a revised radiator grille, a powerdome hood, a new lower front bumper, smaller LED tail lamps and a discreet trunk-mounted spoiler.

The Thunderbolt sits about half an inch lower than the Vanquish thanks to a tuned suspension setup.

Inside, Fisker's latest concept boasts a high-resolution 11.6-inch curved touch screen that runs the infotainment system, Natuzzi leather upholstery on the seats and the dashboard as well as a Skeleton chronograph built into the center console. A segment-first champagne/wine bottle holder adds a finishing touch to the luxurious ambiance.

Fisker has not made any mechanical modifications, meaning the Thunderbolt is powered by a stock Vanquish-sourced 5.9-liter V12 engine that makes 567 horsepower and 465 lb-ft. of torque. The coupe sprints from zero to 60 mph in 3.6 seconds and reaches a top speed of 201 mph.

Fisker stresses that the Thunderbolt is merely a design study. However, he explains that the coupe could be approved for a very limited production run if it generates a favorable response from potential owners. If given the green light, the Thunderbolt will be a built-to-order car sold exclusively through a Los Angeles-based dealership called Galpin Aston Martin.

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Sources : Thunderbolt Concept Photo | Thunderbolt Concept Article
Galpin Rocket : Current Models
Galpin Rocket : Current Models

The Galpin Rocket is a 725-horsepower beast based on the 2015 Ford Mustang, co-designed by Galpin and Henrik Fisker—yes, that Fisker. Unveiled at the 2014 Los Angeles Auto Show, the first example of the car has now been produced, and it’s a beautiful, sinister black.

Intended as the “ultimate American muscle car,” the Galpin Rocket gets its 725-hp strength from a supercharged upgrade to the 5.0-liter V-8, as well as a huge range of bodywork upgrades.

Some of those design details are borrowed from the 1960s and 1970s pony cars, with particular attention paid to the styling of the 1968 Shelby GT500. The materials, on the other hand, are fully modern, including carbon fiber bodywork.

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Sources : Galpin Rocket Photo | Galpin Rocket Article
Mercedes-Benz GWA 300 SLC Roadster : Classic Cars
Mercedes-Benz GWA 300 SLC Roadster : Classic Cars

Gullwing America who specialize in tuning the Mercedes-Benz 300SL have planned a new project that was ordered by a customer from Europe. The customer requested an exclusive one off sports car design. To achieve this, the GWA team selected a 2012 Mercedes-Benz SLS Roadster (R-197) as the base for their project. The end result will be a 21st century 300 SLC, a convertible roadster with a removable hard top.

GWA has decided to create a handmade aluminum body, which will be modeled on the 1955 Mercedes-Benz 300 SC (W-188), only 92 of which were ever produced. The body will receive some modern touches including changing the position of the pop-out rear spoiler and modernizing the headlights with LED’s. The grille was redesigned with an assertive, yet elegant, slant and illuminated emblem on the top.

The GWA team will then fit it with a special exhaust and a height adjustable suspension. As for the wheels, they will utilize their very own GWA Evolution wheels sizing 21×9.5 inches in the front and 22×12 inches in the rear. They will then be wrapped with Continental tires.

Of course, the project is in its early stages at the moment. Hoepfully we can bring you photos of the finished project in the near future!

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Sources : Mercedes-Benz GWA 300 SLC Roadster Photo | Mercedes-Benz GWA 300 SLC Roadster Article
Brabus : Tuners
Brabus : Tuners

High Performance Since 1977
Brabus, founded 1977 in Bottrop (Ruhr Area), Germany, is a high-performance aftermarket tuning company which specializes in Mercedes-Benz, Smart, and Maybach vehicles. Klaus Brackman and Bodo Buschmann established the company in 1977, the name deriving from the combined first three letters of their last names. Brabus became the largest Mercedes tuner, other than Mercedes-AMG which became a DaimlerChrysler affiliate in the 1990s.

Brabus' primary focus is to achieve maximum engine performance through the increase of horsepower and torque. Customers can either buy cars from Brabus, or send in their car to be customized and/or overhauled. Customers ordering a car directly involves Brabus purchasing a particular model from Mercedes and then modifying it according to the customer's requests. Brabus is known for providing expensive tuning and custom solutions.

Brabus also offers cosmetic modifications including low profile spoilers, bodykits, carbon fiber splitters, and multi-piece alloy wheels. Other upgrades include racing LSDs, open racing exhaust systems, twelve-piston disc brakes, and engine remapping. Customers can also have complete engine overhauls, or have new crate engines from AMG modified for them.

Brabus engines range from small 200 horsepower (150 kW) K4 blocks for SLK roadsters and CLK-Class to the 800 horsepower (600 kW) twin-turbo blocks for the S-Class. The company also provides improvements to the interior from custom upholstery, gauges, shiftknobs, pedals, and trim to various electronics such as wider LCD screens for the Maybach.

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Sources : Brabus Photo | About Brabus Article
Atlanta Workers Get Leaf Stations : News
Atlanta Workers Get Leaf Stations : News

The Nissan Leaf electric vehicle could appeal to more car shoppers in Atlanta, thanks to a new partnership between Nissan and Georgia Power to set up more charging stations at workplaces in the area.

Local employers can receive a $1,000 rebate for each 240-volt, Level 2 charger installed — $500 from Georgia Power and a matching $500 from Nissan.

The Nissan matching rebate is available through June 30.

To qualify, companies must have 100 or more employees and the facility must be in the Georgia Power service area.

Atlanta is America's top market for sales of the Leaf, according to Nissan.

"While most EV drivers plug in at home overnight, workplace charging enhances the Leaf ownership experience and expands the number of miles a Leaf driver can go on power produced here in Georgia," said Brendan Jones, Nissan director of electric vehicle sales and infrastructure deployment, in a statement on Thursday.

The Nissan Leaf has a range of 84 miles, according to the EPA. The Nissan and Georgia Power partnership is designed to take the edge off "range anxiety" or the fear that an electric vehicle has insufficient range to reach its destination.

The EV charging infrastructure in the U.S. continues to grow, along with the number of EVs offered for sale at dealerships.

There are 9,187 electric stations in the U.S. with 23,157 charging outlets, according to the U.S. Department of Energy.

Electric vehicles include such offerings as the Chevrolet Spark EV, Fiat 500e and Kia Soul EV.

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Sources : Leaf Photo | Leaf Stations Article
Nissan Sway : Concept Cars
Nissan Sway : Concept Cars

The Nissan Sway concept, shown this past week at the Geneva Motor Show, consolidates some of Nissan’s design themes into a single expression that’s important for Europe. Although it’s worth wondering: Are we also seeing a first glimpse of the look of the next Nissan Leaf electric car?

The Sway is said to be aimed at European tastes and presaging the look of future small cars, especially for European-market hatchbacks. Nissan officials added that it shows the potential direction of the next generation of the Micra minicar, which is sold and marketed as the March in some markets.

The current five-door Micra is about 150 inches long and falls into the what’s termed a supermini in the European market. Yet the concept is a bit larger than that, at about 158 inches long, 70 inches wide, and 55 inches high, and riding on a longer, 101-inch wheelbase.

In person, the Sway looks great—stunning is no exaggeration here—and it has a presence that feels muscled yet technical. And, we think, it’s a design that would fit right in alongside the larger Nissan models—the 2016 Maxima and 2016 Murano—that have been recast in sportier, more adventurous designs, including the same V-motion grille, ‘floating’ roof design, boomerang taillamps, and upkicked rear pillar. There’s a glass roof—a feature that seems requisite for concept cars this year—with a structural ‘X’ crossing in the middle.

The concept borrows the steering wheel and some of the simple, back-to-basics layout that was first shown in the brand’s retro-styled IDx Concept, first from the 2013 Tokyo Motor Show. It has just two instruments facing the driver, while all other functions have been pushed over to a trapezoidal, tablet-like screen that’s within reach of the driver and front passenger. Overall, there’s a sense that this design has been radically decluttered, with the simple, aluminum structure of the seats exposed, and a suede-like fabric with pearl-effect materials.

“With this new concept car for Geneva, we are experimenting to see how Nissan might be able to bring fresh ideas to the compact hatchback segment,“ said Nissan design chief Shiro Nakamura in a release on the concept.

It’s a design that could show a lot of potential for the next Nissan Leaf, especially in what we see on the outside. The automaker is mum about the possibility; yet considering that Nakamura told us last year that the next Leaf will have “less EV-ness” than the current model, and a design language that's more unified with the rest of the model line, it’s a potential that could bring a lot more attention, beyond just EV enthusiasts and frugal types.

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Sources : Nissan Sway Photo | Nissan Sway Article
Volkswagen E-Golf : Current Models
Volkswagen E-Golf : Current Models

The Volkswagen E-Golf is the company’s first all-electric car. It maintains the spirited driving experience of internal combustion versions of the Golf—one of the most popular small cars in the world. The VW E-Golf is arguably the best handling car among the emerging class of small affordable EVs.

The all-electric version of the Volkswagen Golf, which went on sale in November 2014, joined a relatively crowded field of small battery-powered cars. Here’s how it stands out: by its smart mainstream style that doesn’t scream out for attention as a space-age vehicle. The Golf is an ultra-popular platform that combines comfort, practicality, refinement and tasteful Teutonic lines—inside and out. Instrumentation follows a classic analog sense of style. This is the EV for drivers who like classic German automotive styling.

The only similar attractive normal-looking all-electric car on the market is the Ford Focus Electric.

The E-Golf four-door hatchback looks like a regular Golf, except for aerodynamic wheels, a revised intake and grille, and a pair of C-shaped LED running lights. Carmakers like to give a signature color to their electric offerings—such as Fiat’s burnt orange theme for the 500e. VW goes with royal blue.

The E-Golf is the best handling electric car on sale for less than $40,000. It particularly shines in zero-to-30-mph sprints, especially in city maneuvers and at slightly higher speeds around tight corners. The combination of 199 pound-feet of torque, taut handling, and tight suspension is a winning formula.

Don’t be put off by its leisurely 0-62 mph spec: about 10 seconds. The E-Golf might take a couple of extra seconds to get to full highway speed from a complete standstill, but all-out sprints like that are rare. When already traveling at 50 or 60 miles per hour, immediate power is readily available to push the car to its top speed of 87 mph.

What makes the E-Golf a pleasure to drive is its relatively low and solid stance. Its German-engineered handling makes the LEAF or Ford Focus Electric seem boring and detached. That said, the feel of the E-Golf’s steering wheel is playful and loose—certainly not tuned for sportiness. The keywords are accessible and fun.

The VW EV has three power levels allowing drivers to optimize performance and range. In Normal mode, the E-Golf gives the driver a full 85 kilowatts of power, while the ‘Eco’ mode reduces peak power to 70 kilowatts and reduces the power consumption of the car’s air conditioning system. In “Eco +,” power is further reduced to 55 kW and the air conditioning system turns off. Even in restricted power modes, full power is given when the accelerator is pushed to the floor.

It’s clear that VW is intending to make the E-Golf drive as much as possible like the car’s gas- and diesel-powered siblings. That’s great. However, our biggest grip with the car is the use of an artificial combustion-flutter sound that simulates an engine note rising in volume with acceleration (at speeds below 15 miles per hour). Volkswagen told me that the sounds come from an external pedestrian warning, and was designed to be heard outside the vehicle. However, I heard the fake engine sound loud and clear inside the cabin, when I would have preferred to enjoy EV silence. VW confirmed that the sound cannot be manually shut off.

The 2015 E-Golf is rated by the Environmental Protection Agency at 126 city, 105 highway, and 116 combined miles per gallon of gasoline equivalent. According to VW, these numbers make the E-Golf “the most efficient car in its class for the 2015 model year.” Yet, in the world of EVs, these efficiency numbers take a secondary role to the all-important range number: how far an EV can go on a single charge.

In this respect, the VW E-Golf’s EPA-estimated range is 83 miles—compared to 84 miles provided by the Nissan LEAF. It’s curious to see the LEAF rated at 114 MPGe, compared to the E-Golf’s 116 MPGe—while the LEAF gets an extra mile of estimated range from a 24 kilowatt-hour battery pack that is identical in size to the one in Volkswagen’s electric car. The numbers are so close to one another as to be essentially identical in real-world driving.

One innovative driving feature available in the E-Golf is driver-controlled regen levels. Slap the gear shifter to the left—once, twice or three times—to progressively increase the amount of regenerative braking applied, ranging from a no-regeneration (or “coast”) mode to heavy engine braking in B.

Dialing the regen up or down affects how quickly the car slows down without putting your foot on the brake. Slowing down faster—the motor-generator applies a grabbing action—means that more of the braking energy is used to recharge the battery pack. The net result is more range. Three slaps to the left, or dropping it into B, produces the kind of strong regen you experience in a Tesla or BMW electric car—a driving style that seldom requires use of the brake pedal at all.

Unlike those one-pedal cars, which don’t move forward when you lift your foot off the pedals, the E-Golf has a normal amount of “creep,” the low-speed motion experienced in parking lot conditions.

Volkswagen uses a 7.2-kilowatt onboard charger for the E-Golf. That means it can fully take advantage of 240-volt home chargers supplied with 30-amp service. For all intents and purposes, this will add the same amount of miles per hour of charging as with the LEAF, Focus and most other EVs. Technically, the rate of recharging is about 10 percent faster—but it’s a negligible difference, especially when considering that most charging takes place overnight when drivers are asleep.

We wish VW had put a small light in the charging area, to make it easier to plug in at night. Similarly, the small green pulsating indicator light—showing that the car is successfully taking juice—is perhaps too understated. It’s nice to get a quick visual signal regarding the state-of-charge, which is provided in various ways by other EVs, but not the E-Golf.

In addition to 240-volt charging, the Volkswagen E-Golf offers Quick Charging as a standard feature—where historically it has been an upgrade option. VW is using the so-called “Combined Charging System” or combo-cord favored by German and American automakers—as opposed to the CHAdeMO fast charging port utilized by Japanese vehicles. The network of combo-compatible Quick Chargers is not nearly as wide as CHAdeMO, but this is expected to level over time (as many Quick Charger providers begin to offer two plugs). It’s rare for EV drivers to depend on Quick Charging except in a pinch.

Passenger/Cargo Room
The conventional VW Golf earns kudos for its upscale interior for a non-luxury compact car. The seats are comfy, with the level of support usually reserved for more expensive models. Dashboard gauges and controls are clear and accessible.

Tall drivers will enjoy the ability to slide the front seats way back—giving more front legroom than most other small cars (even if it compromises space for passengers behind the driver).

In terms of cargo, the baggage area in the gas- or diesel-powered Golf does lose about 10 percent of its capacity to make room for EV batteries. The Focus Electric compromises its cargo to a much greater degree.

The E-Golf has not yet been tested by safety agencies.

The E-Golf is priced at $36,265 (including destination and delivery). That means the E-Golf is priced in between the more affordable popular Nissan LEAF, which has a starting price of $29,800, and German luxury EVs—the BMW i3 and Mercedes B-Class Electric Drive—offered at $42,300 and $42,400 respectively.

These figures do not take a $7,500 federal tax credit, or a $2,500 rebate offered in California, into consideration.

The Nissan LEAF and VW E-Golf sell at nearly identical prices, that is, when you compare a fully loaded Nissan LEAF to the E-Golf's single trim option: the SEL premium. Standard features include dual-zone automatic climate control, LED lights, leather-wrapped steering wheel, heated front seats, rearview camera, keyless access, automatic post-collision braking system, and SiriusXM satellite radio.

Comparisons of Similar Cars
The E-Golf is bigger and more robust than the suite of subcompact EVs from Fiat, Chevy, Smart, and Mitsubishi. The VW electric car, while cheaper than EVs from BMW, Mercedes and Tesla, does not fully compete in terms of luxury features, design and innovative technology. That puts the VW E-Golf in the group of all-electric five-seat compacts that includes the Nissan LEAF and Ford Focus Electric.

Compared to LEAF and Focus EV, the E-Golf feels more solid. When windows and doors shut, they do so with confidence—sealing passengers into a comfortable well-built cabin with quality materials, and shutting off road noise. Operation of knobs and controls is direct and intuitive. The quality of the package is step or two above what’s offered by Nissan and Ford with its electric cars.

The remaining distinguishing factor is the level of commitment from the different automakers. Nissan is all-in, with domestic LEAF production and availability in all 50 states. Ford is on the fence in terms of pure electrics, but is indicating support of plug-in hybrids. And Volkswagen, while claiming that it wants the industry’s lead position in terms of electrifying the automobile, has not yet backed that goal with big production and wide distribution of battery-powered plug-in cars.

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Sources : Volkswagen E-Golf Photo | Volkswagen E-Golf Article
1972 Buick Riviera Bottail : Classic Cars
1972 Buick Riviera Bottail : Classic Cars

The boattail Riviera is a fitting finale to Curbside Classics for now. I’ve had a thing for fastbacks since day one, and I’ve been indulging in them this week. This Riviera also represents the difficult ending of an era, where the large luxury coupe, especially GM’s, was the standard bearer for American design innovation and leadership. What started as a revolutionary concept with the 1958 Thunderbird, and was elevated to timeless elegance in the 1963 Riviera, now struggled to regain its former glory in the dying days of the giant car.

The 1971 Riviera was a bold effort by GM styling head Bill Mitchell to recapture the magic that seemed to permeate GM in the sixties. The result was controversial and flawed, but its hulking and brash shape has certainly enriched our streets. For me, CC is about the visual thrill of rediscovering the unique shapes and designs of the past, no matter how imperfect, and the boattail Riviera certainly does that as well or better than any other car in my collection. It’s a car worth stopping for.

Bill Mitchell’s younger days and early career was steeped in the classic cars of the twenties and thirties. And he endlessly looked to them for inspiration. The crisp and sharp lines of the ’63 Riviera, and the awkward 1980 Seville were inspired by the razor-edge lines of the British coach-builder Hooper. And of course, the boattail speedsters of the classic era informed the 1963 Corvette Sting Ray’s tail. With this new Riviera, Mitchell again reached to the past, including his own earlier designs, the Corvette, of course.

To understand the ’71 Riviera’s design and execution challenges in greater detail, ateupwithmotor has a fine article on its tortured birth. The ’71 Riviera was originally planned to join the Grand Prix and Monte Carlo on the smaller A-Special platform. And the original sketches by John Houlihan (above) were based on that assumption. But when Buick’s new GM Lee Mays saw what was planned, he refused to spend the money on the new body shell, forcing the boattail design to be upscaled to share as much of the body of 1971 full-sized LeSabre/Centurion as possible.

Clearly, and understandably, something of the original scale and intent got lost in the translation, from the prow-like beak, to the compromise of using the LeSabre’s front greenhouse, and the challenge in blending it with the tapered rear end. The way it came out, there are certain inconsistencies in transitions as well as some awkward angles, especially the transition from the low rear window back, and the rear hips from certain angles are just all wrong. This is a car like many movie stars: it begs to be shot from certain angles, and not others.

Although the front end may have come out a bit flatter than originally conceived, I do find it to be a very handsome face nevertheless. It just screams Bill Mitchell, and in the best way possible. It evokes a number of GM designs during the golden era, and as much as anything about this car, it represents a swan song: by 1973, five mph bumpers ruined it forever, and that whole era of beautiful faces. This face is saying: take a good look, because you’ll never see anything quite like it again.

The side sweep that starts at the front fenders and carries down across the sides was a Buick trademark for ages. But its use here is questionable, given the difficult transition it has to make into those exaggerated hips.

The new Riviera was not greeted enthusiastically. Sales actually dropped from its dull and boring predecessor. Within a couple of years, the boat tail was gone, replaced by perhaps one of the dreariest Rivieras ever, still using the same front end, but with a very conventional roof and a decidedly conventional but ugly rear end.

The Riviera was a huge car for being a “personal coupe”. The ’73 version with its new bumper stretched just shy of the 225 inches that the giant Electra used to crow about. And it weighed around 5,000 lbs when equipped in the usual fashion. One of the more disappointing aspects of this generation was the ever declining loss of interior quality. While the ’63 had an interior to drool over, this Riviera shares the ever-cheaper interior of its LeSabre/Centurion stablemates. Nothing to make one feel special sitting in here, except perhaps the view out the back window.

I’m (literally) running out of words today, so let’s just take in a few more angles; each of them has plenty of visual interest.

From this direction, its clear that a fair amount of the originally intended prow made it into the final design. And under that expanse of hood sat Buick’s biggest and best 455 cubic inch V8, rated at 330 hp (gross) in 1971, and 250 hp (net) for ’72 and ’73. The GS package included a slightly higher rating on the big V8; 345 gross/270 net. Plenty of torque for the job at hand, but don’t even ask about fuel economy. These were the rock-bottom years, when single digits were the norm, and anything in the teens was something to brag about.

This angle again is an awkward one for the big boattail: those hips look fine in profile, but in conjunction with the narrowing tail, they stick out in a way that only a true lover of these cars or big-hipped women can appreciate. And there are plenty of those (in both categories). Boattails have an enthusiastic fan club, and thanks to them, we can look forward to seeing these around for a long time to come.

It was a bittersweet ending to GM’s big car golden era. And although Ford had quite a run with its popular big Lincoln Marks, they really weren’t stylistically significant, except for ushering in the vulgar baroque blow-out of the mid seventies and the ghastly Super-Fly/Bugazzi era. The Riviera struggled along in several stages of mediocrity, until it found a reasonably happy mid-life in the fairly handsome downsized 1979-1985 incarnation. By 1986, it was a shrunken shadow of its former self, headed for its inevitable axe. All things must end.

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Sources : 1972 Buick Riviera Bottail Photo | 1972 Buick Riviera Bottail Article
New York International Motor Show 2015 : Events
New York International Motor Show 2015 : New York : USA : Events

Date : April 3 - 12, 2015
Address :Jacob Javits Convention Center 11th ave between 34 & 40 Streets
Times :
Show Hours
Friday April 3rd through Sunday April 12th
Monday - Saturday: 10am - 10pm *
(Sundays: 10am - 7pm)*

Official Opening
Saturday April 4th
Festivities begin at 8:30am

Mark your calendars, we will be back at the Jacob Javits Center from April 3 - 12, 2015 and we will have some of the hottest cars and trucks ever seen all under one roof. That means more sneak peeks, more brand new '15 & '16 production models and more concept vehicles than ever before.

In 1900, the New York International Automobile Show became North America's first automotive exhibition. For over one hundred years, through depression, war, boom-time, oil crisis, recession and growth, it has continued its pioneering tradition of bringing new and innovative ideas to a national and world stage. In the last decade, the Show has boosted the number of new vehicle announcements, broken attendance figures, and increased media attention to extraordinary levels.

Combined with the City's energy, and the fact that metro New York is one of the nation's largest markets for new car and truck sales, the Show is now one of the most important automotive events in the world.

In addition to its place as one of the world's greatest public shows, NYIAS has expanded its range of world-class trade and industry events. Today, nearly 100 individual events, conferences, industry forums, symposiums, award ceremonies, roundtables, and parties take place during the Show's press preview week - in addition to the more than two dozen press conferences hosted by the automakers.

No other event brings the business, consumer and lifestyle press, Wall Street's financial community, the marketing and advertisers of Madison Avenue, and the nation's largest and most diverse metropolitan population together in such a unique way.

The Show offers virtually every make and model vehicle sold in the U.S. under one roof giving consumers the unique opportunity to see everything the auto industry has to offer. From fuel-sipping economy cars to million dollar supercars, NYIAS has something for everyone.

So come for a visit, and see what's driving you!

The New York International Auto Show is full of activities that are fun for parents and children. Every year there are lots of things to do for the kids. Here are some tips for having a great day at the show for the whole family:

• Check out the floor plans and schedule of events to make sure that you get to all of the fun exhibits.

• Many exhibitors have activities specifically for kids including simulators, video games, movie cars and more.

• We also have an iPhone and Android app with all of the important show information for parents on the go.

• Don't forget your cameras! Filming and photography is allowed and encouraged.

• Strollers are allowed and kids 2 and under are free.

• We also have an iPhone and Android app with all of the important show information for parents on the go.Plus show your smart phone or tablet with the App downloaded at either of the two official Merchandise Booths receive $5 off any T-Shirt purchase or $10 off any T-Shirt and Sweatshirt combo.

Whether it is a family tradition or your first show, there is something for everyone and always a great value!

FAQ Here!

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Address : Jacob Javits Convention Center 11th ave between 34 & 40 Streets | Phone : 800-282-3336
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Sources : New York International Motor Show 2015 Photo | About New York International Motor Show 2015
Jeremy Clarkson Sacked From Top Gear : News
Jeremy Clarkson Supsepnded From Top Gear : News

In the end it wasn’t Jeremy Clarkson’s racist, homophobic or sexist comments, but a “fracas” with a colleague that became the final straw for the BBC, long urged to punish its highest-paid star.

A tight-lipped corporation said on Tuesday it had suspended the controversial Top Gear presenter pending an investigation into his “fracas with a BBC producer” and, for the first time, it pulled the show from its schedule for the next two Sundays. Perhaps ominously for Clarkson, the statement said “no one else has been suspended”.

Amid allegations that the incident involved Clarkson throwing a punch at a male producer, there was some doubt over when the last three episodes of the current series would be broadcast. The Radio Times reported that the penultimate episode of the series, due to air on 22 March, had been replaced by a documentary about the Caribbean.

According to the Daily Mirror the producer involved in the alleged bust-up, said to have taken place after filming in Newcastle, was named Oisin Tymon, aged 36. Meanwhile an online petition calling for the 54-year-old’s reinstatement soared past 130,000 signatures.

The Mirror reported the “fracas” was over a lack of catering, with the paper quoting a source as saying: “They came to the end of filming after a long day and Jeremy discovered that no food had been laid on.”

The presenter then “snapped”, the source added.

But according to the Sun newspaper, Clarkson said: “I’m having a nice cold pint and waiting for this to blow over.”

After learning about the “fracas”, senior BBC bosses – understood to include the director general, Tony Hall, and head of television, Danny Cohen – made the decision to suspend the presenter. The police are not thought to be involved.

Although there had been little response to the incident from Clarkson, whose manager and personal assistant refused to return calls on Tuesday evening, the presenter did reply on Twitter to his on-screen partners, Richard Hammond and James May.

The presenter was given a final warning by Cohen in May last year, after the 54-year-old appeared to use the N-word while reciting the nursery rhyme Eenie, Meenie, Minie, Moe during the filming of the BBC2 motoring programme.

Later, saying how much he hated the word, Clarkson wrote in the Sun newspaper: “I’ve been told by the BBC that if I make one more offensive remark, anywhere, at any time, I will be sacked”. He even filmed himself apologising.

Clarkson, who earned £600,000 last year, has hardly been quiet in the intervening 10 months – the Top Gear team were chased out of Argentina last October over a number plate that locals found offensive.

For many inside and outside the BBC, it seemed to be Clarkson’s success that saved him. Each episode in the two-part Christmas special filmed in Argentina attracted more than 7 million viewers last year, with a further 3 million for each episode on iPlayer. It is BBC2’s most popular show, watched by more than 5 million viewers.

Along with co-presenters James May and Richard Hammond, Clarkson is credited with turning Top Gear into the most-watched TV show on BBC2, with it being broadcast to more than 100 other countries. Pulling the show is likely to have huge consequences for the BBC, given that it earns more than £150m in revenue for its commercial arm, BBC Worldwide.

The show’s executive producer, Andy Wilman, described 2014 as “an annus horribilis” for the programme, and there have been signs of mounting tension throughout the year. After Hall stepped in to save Clarkson last May, Cohen, when asked about the presenter, told an audience of media executives in Edinburgh that “no one is bigger than the BBC”.

Yet Clarkson, who has made an estimated £30m from the show, had built a reputation as the antithesis of the corporation man, taking apparent pride in his straight-talking ways. He may have denied using the N-word but he also called an Asian man a “slope” and has called the Romanians “gypsies” and the Scots “tramps”. He branded people who kill themselves on train tracks as “selfish”, made homophobic comments about George Michael among others, and said “Mexico doesn’t have an Olympic team … because anyone who can run, jump or swim is already across the border”.

On screen, in print and in person, he delighted in being anti-PC, once telling a Guardian female executive that her sandals were “lesbian shoes”.

Yet the man largely credited with the success of Top Gear is also hugely popular, with 4.5 million Twitter followers. Two hours after the news of his suspension was announced a petition launched by Guido Fawkes to #bringbackClarkson had garnered 3,000 signatures.

Apart from the BBC’s two-paragraph statement on the matter, there was a resounding silence from the corporation and Clarkson, aside from his tweets.

Clarkson became a presenter on the show in 1988 when the old format was watched by a fraction of its current audience.

Born in Doncaster to a father who was a travelling salesman plying Paddington Bear toys, Clarkson was educated at Repton school, from which he claims to have been expelled. He trained as a journalist with the Rotherham Advertiser.

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Sources : Jeremy Clarkson Photo | Jeremy Clarkson Article
Sbarro Aria : Concept Cars
Sbarro Aria : Concept Cars

One of the great things about major flyaway motor shows like Geneva, is that you reach a point where you're not completely sure what you're looking at. Once the Audis, Ferraris, and Fords have been discussed to death, there are lovely little surprises like this Sbarro Aria to try and parse.

Working from translations of a two-paragraph press release and a few articles from French publications, we can tell you that the nifty coupe you see above is a very well-executed student project. A team of 26 design scholars from the Sbarro Espera school spent just twelve weeks on the coupe, all starting with practically zero knowledge in the art of prototype building.

The final product was built up using Subaru mechanicals (we're told a 2.0-liter turbo boxer four lives under the hood), and with "composite materials" forming the bodywork. The final product weighs just over 2,400 pounds and makes 217 horsepower, so we'd be happy to show the class how to do a road test the next time we're in Switzerland.

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Sources : Sbarro Aria Photo | Sbarro Aria Article
2015 Honda CR-V : Current Models
2015 Honda CR-V : Current Models

The 2015 Honda CR-V caters to families with safety features and ratings decidedly ahead of the class norm, and offers interior room and cargo capacity that are as useful as as what's seen in many vehicles a size larger.

The CR-V gets some significant updates for 2015, which should add to the appeal of a vehicle that's been one of the top compact crossovers in America for most of the past decade.

Its interior volume, in fact, ventures close to mid-size territory. That helps the CR-V deliver on the "utility" part of "crossover utility vehicle," with more interior space and hauling capability for people and their goods even than the mid-size Accord sedan. It remains the epitome of compact crossover versatility and space efficiency, with newly calibrated features and options--and it's what buyers seem to crave.

For 2015, Honda has restyled the front and rear to make the CR-V slightly less grim and utilitarian, adding new and more stylish wheels and a touch of chrome trim. Inside, there are more soft-touch plastics, the console has been entirely redesigned, and Honda has repackaged its trim levels to improve the perceived value of each CR-V model against tough competition.

Despite the styling tweaks, the CR-V lacks design pizazz. It's fine for a family vehicle, but it's a tall, bulky compact crossover with a relatively vertical rear end. The front end is car-like, but the rest of it--despite the visual interest of an upswept triangular third window on either side--says SUV through and through. While the CR-V can appear homely from the outside against stylish, rakish (and space-compromised) entries like the Ford Escape, Kia Sportage, or Mazda CX-5, buyers largely seem not to mind.

The CR-V still offers just a single drivetrain, but it is now a direct-injected 2.4-liter four-cylinder engine with a new continuously variable transmission (CVT). It's all in the interest of boosting fuel economy figures, which rise 3 mpg over last year's model to an impressive 29 mpg combined with front-wheel drive, or 28 mpg combined if you add the Real Time AWD system. The CR-V is neither particularly fast nor terribly sporty, but that's not what hundreds of thousands of buyers a year are looking for.

Unlike Hondas of the past, the 2015 CR-V isn't any more rewarding to drive than competitors--but, again, that doesn't matter. The suspension prioritizes ride over roadholding, Honda has improved the insulation this year to quiet the interior, and the CR-V isn't about excitement as much as it is about safe choice and reliable transportation. What you get for performance is smooth and even--just not all that quick. The CR-V isn't the trail vehicle that some of the hardier crossovers like a Subaru Forester or Jeep Patriot are, but its available Real Time all-wheel drive handles snow-covered roads, even mud, with aplomb.

Interior space, easy reconfigurability, and great ride comfort are what shoppers are looking for in the CR-V. Inside, the raw space is laid out efficiently, and Honda fits it with the best rear seat-folding arrangement of any vehicle in the segment. And that's combined with impressive back-seat comfort and good ride comfort in general. Open one of the back doors, and with one arm and a simple pull of a strap, in a very fluid motion the lower cushion tumbles forward into the footwell, the headrest angles forward, and the rear seatback flips forward, all tucking nearly behind the front seat, to a completely flat position. Cargo loading is also a snap, as the liftover height is less than 24 inches. And up front, there's a minivan-like selection of cupholders, cubbies, and cargo trays in the redesigned console, including a new storage bin stuffed with USB ports, a 12-Volt charger, even an HDMI jack.

Safety has always been a selling point for the CR-V. In National Highway Traffic Safety Administration (NHTSA), last year's CR-V earned five-star results overall, as well as in frontal and side impact testing. For 2015, Honda redesigned its front crash structures, after last year's CR-V received a Marginal rating on the new and tougher Small-Overlap front crash test—and this year it's on the Top Safety Pick+ list. This year, the clever LaneWatch camera in the right door mirror is standard on all but the base CR-V; it shows an image of the car's blind spot on the center dash display when the driver signals for a right turn or lane change. There's also a new suite of advanced electronic active-safety systems this year, though they're included only on the top-of-the-line CR-V Limited trim, a new addition to the lineup.

The CR-V keeps pace with the market in terms of connectivity, and it includes a well-rounded feature set. The base LX is a low-volume vehicle, and most buyers will choose the mid-level EX or EX-L models, A new Touring model tops off the range. Inside, the functional and simple dashboard serves it well, with climate controls just below audio controls, and an enlarged seven-inch touchscreen display for the audio system on all but the base model. But if you want extras like a navigation system or satellite radio, you may have to move up two steps beyond the most popular EX model to the EX-L Navi trim.

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Sources : 2015 Honda CR-V Photo | 2015 Honda CR-V Article
Kevin Hart : Stars & Cars
"Laughter heals all wounds, and that's one thing that everybody shares. No matter what you're going through, it makes you forget about your problems. I think the world should keep laughing."

Birth Name : Kevin Darnell Hart
Born : July 6, 1979
Origin : North Philadelphia, Pennsylvania, U.S.
Genres : Observational comedy, black humor, surreal humor, satire
Occupations : Actor, comedian, writer, producer
Years active : 1999–Present

Kevin Hart exploded onto the scene as one of the most versatile comedic actors in both television and film; and he’s making history. The funniest comedian in America is fresh off his release of Think Like a Man which grossed over 90 million dollars in the theaters. He also appeared in the Nick Stoller comedy The Five Year Engagement for producer Judd Apatow and Universal.

Hart has appeared in such films as Meet the Fockers sequel aka Little Fockers, and Death at a Funeral, alongside Chris Rock, Tracy Morgan, and Martin Lawrence. He also co-starred alongside Matthew McConaughey and Kate Hudson in Fool's Gold, Along Came Polly opposite Ben Stiller and Jennifer Aniston, as well as opposite Steve Carell in The 40 Year Old Virgin. Hart's additional film credits include: Soul Plane opposite Tom Arnold, Method Man, and Snoop Dogg, Not Easily Broken, Extreme Movie, Drillbit Taylor, Epic Movie, The Last Stand, Scary Movie 4, and In the Mix, Meet Dave and Superhero Movie. One would say Hart is quickly on his way to skyrocketing into the next bonafide international superstar.

Car : Mercedes-Benz SLS
Price : Around $300,000

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Sources : Hart Photo | Benz SLS Photo | Hart Article
1967 Austin-Healey 3000 : Classic Cars
1967 Austin-Healey 3000 : Classic Cars

After leaving Triumph, where his most lasting legacy was the Dolomite, engineer and racer Donald Healey struck out on his own with the low-production specials that characterized British sports cars immediately after World War II. Meanwhile, Austin’s Leonard Lord, like all other British motor industry leaders, was looking for a new product that would earn desperately needed export income. In 1952, Healey created the Hundred two-seater using his own chassis design, the Austin A90 engine and drivetrain, and a brilliant body designed by Gerry Coker. Lord saw it, a deal was quickly struck, and almost overnight it became known as the Austin-Healey, one of the most well-known sports cars of all time.

About 16,000 four-cylinder Austin-Healeys were built over a four-year period. As the British motor industry consolidated, with Austin becoming part of BMC, production of the Austin-Healey 100-Six shifted to the MG factory at Abingdon which, in 1959, introduced the 3000. Powered by an engine enlarged from 2,639 cc to 2,912 cc, and with disc front brakes, the 3000 was an immediate success – both commercially and in competition.

The final version of the 'Big Healey' was the 3000 Mark III (BJ8), which was introduced in 1963 and built through 1967. With its dual two-inch SU carburetors, the well-developed 2,912 cc six-cylinder engine provided acceleration from rest to 60 mph in 9.8 seconds, en route to top speeds exceeding 120 mph. Other improvements included a revised exhaust system, along with a standard vacuum brake booster. In addition, passengers were treated to a more luxurious cockpit with a handsome wood-faced dashboard and a floor console, as well as the roll-up side windows of the prior BJ7.

This car was auctioned off by RM Auctions in January of 2010 at the Arizona Biltmore Resort & Spa, Phoenix, Arizona, in January of 2011 at the Arizona Biltmore Resort & Spa, Phoenix, Arizona and in March of 2012 at the Ritz-Carlton, Amelia Island, Florida. Also part of the event in Arizona in January, 2013.

150 bhp, 2,912 cc overhead valve inline six-cylinder engine, dual SU carburetors, four-speed manual gearbox, independent front suspension with wishbones and coil springs, rigid rear axle with semi-elliptic leaf springs, and hydraulic front disc, rear drum brakes. Wheelbase: 92"

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Sources : 1967 Austin-Healey 3000 Photo | 1967 Austin-Healey 3000 Article
Mclaren Says "No Need For An SUV" : News
Mclaren Says "No Need For An SUV" : News

McLaren Automotive chief executive Mike Flewitt has confirmed that the British marque doesn’t need to produce SUV for financial reasons like some firms.

Flewitt revealed the news while speaking with the press at the Geneva Motor Show 2015 about whether or not the firm would have to take a leaf out of Bentley’s, Rolls-Royce’s and potentially Aston Martin’s book in creating a high-end SUV to generate additional cash.

Alternatively, Flewitt believes there are three key elements to ensure McLaren remains financial viable to update its products frequently. The first is to ensure it maintains its widespread appeal and doesn’t become overly dependent on one region for sales. As it stands, the firm sells 35 per cent of its cars in North America, 30 per cent in Asia and 20 per cent in Europe and Flewitt believes that needs to be maintained.

Additionally, Flewitt believes the prosperity of the marque relies on it continuing to share technologies amongst its vehicles. For example, be re-using and only tweaking things like its core, carbon fibre monocoque as well as its staple 3.8-litre twin-turbocharged V8 engine currently found in the 650S, 675LT, P1 and soon to be in the Sports Series.

Thirdly, McLaren is dedicated to continually refreshing its line-up as supercar owners are notoriously impatient. By updating its products frequently, McLaren will be able to keep the prices up of its models with 300 million pounds potentially being spent on new model development annually by the automaker. With that in mind, a replacement to the 650S could come next year despite the current car launching only 12 months ago.

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Sources : Mclaren Photo | Mclaren Says "No Need For An SUV" Article
Phiaro P75 Concept Cipher : Concept Cars
Phiaro P75 Concept Cipher : Concept Cars

At the 2015 Geneva Motor Show, the Phiaro Group unveiled the P75 Concept Cipher. It was created by the Japanese company to celebrate its 75th anniversary and also to showcase its vast design and engineering capabilities. It is the first time Phiaro has produced a car under its own name as it usually serves as a supplier to major manufacturers. Cipher is short for Cae Integrated PHiaro Engineered Racer.

Using CAE or computer-aided engineering, Phiaro designed a bespoke tubular spaceframe chassis. Suspension is by double wishbones on all four corners. A compact, naturally aspirated four-cylinder engine is mounted transversally just ahead of the front axle. It produces around 140 bhp and is mated to a conventional, five-speed gearbox. The compact sports racer is clothed in a minimalistic composite body.

Thanks to the use of lightweight materials throughout, the P75 tips the scales at just 596 kg. Built primarily as a showcase of the company's capabilities, Phiaro, unfortunately, does not intend to produce any further examples. Following its Geneva show duties, the P75 will be further tested and developed to explore the design's limits.

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Sources : Phiaro P75 Concept Cipher Photo | Phiaro P75 Concept Cipher Article
2015 Aston Martin Rapide S : Current Models
2015 Aston Martin Rapide S : Current Models

An Aston Martin is a great car for the charming, well-to-do scoundrel, but even scoundrels need to go to the office once in a while. That's where the Aston Martin Rapide S comes in. This is a sedan -- more like a 4-door coupe, really -- with the attitude and attractive looks of other Aston Martins, with the added benefit that passengers with long legs can sit behind the driver. This is a car that can comfortably carry you and three others to a company meeting. And unless Aston Martin decides to bring the Lagonda to the United States, this is the only car in its lineup making that claim. The Rapide has been on the market since 2010, but there have been some significant changes for the 2015 model year. The most notable is a new transmission: a ZF 8-speed automatic replaces the previous 6-speed. This move makes a huge difference in a few ways. On the practical side, it helps improve fuel economy, bringing it up from 13 mpg in the city and 19 on the highway to 14 city/22 highway for 2015. At the same time, the Rapide S is more powerful than it was last year, thanks to internal engine improvements. Output is now 552 horsepower and 465 lb-ft of torque, up two and eight respectively. Pricing for the 2015 Rapide S starts at $207,820, including destination and gas guzzler tax.

Sharp handling, compliant ride This is a car that handles like a sports car, but its suspension feels slightly softer. The Rapide is quick -- Aston Martin estimates the car's 0-to-60 time is about 4.2 seconds, about a half second quicker than the 2014 model. In regular day-to-day driving, that isn't all that important, but the Rapide isn't a typical day-to-day car. It gets up to speed very quickly, in a refined, polished manner.

The Rapide's cabin is warm and elegant, but far from stuffy. It seats four, with luxury touches throughout. There's an extended center console that runs from the front row to the rear (which is why the Rapide S only seats four). Its supportive seats are a pleasant compromise between bolstered sides and comfort, and the contrast stitching is a welcome touch. Another nicety: this is the only Aston Martin with an electronic parking brake. That may not seem like a big deal, but the floating parking brake handle you find in the rest of the Aston line takes some getting used to: it looks just like a regular brake lever positioned to the left of the drive, but it's always slack, until you press the button.

The end result of all of this work on Aston Martin's part is a sedan that'll give you the response and thrills of one of the company's coupes, in a much more buttoned-down, businesslike package. You can get all of your work duties taken care of, with a trunk that isn't as big as the one in an S-Class, but it'll still carry some gear. There aren't many cars like this on the market -- the Porsche Panamera is probably the closest competitor. The Rapide S isn't a rational, highly practical sedan. It isn't supposed to be. It stands out thanks to its stunning looks, refinement, power and exclusivity, and gives drivers the sports car fun during the week that's typically reserved for the weekend.

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