Ferrari 612 Sessanta

ADVERTISEMENTS

Ferrari 612 Sessanta

612 Sessanta is produced on the body of the 612 Scaglietti introduced during the Geneva Motor-Show 2007, and thus comes with the full enhancement package used for the latter.
It is available only with F1 gearbox and provides the following features.
Special contents:

Exterior coloursThe sixty cars shall be available alternatively in the following exterior colours:
• Two-colour special style:
o Grigio scuro (Colori Classici ’50-’60) / Nero with grigio scuro side line.
o Rubino Micalizzato / Nero Daytona with Rubino Micalizzato side line.
The following special colour features are added as well:
• Special colour of underbody black in technical black
• Colour treatment of the front headlight and rear bumper details in silver.
Exterior contents
• Electro-chromic panoramic roof panel with three transparency positions
• New monolithic and forged 19”/19” wheel rims
• Specific wheel cups
• Radiator grill with specific painted frame
• Chromium-plated rear grids with black chromed special exhaust pipes
• "612 Sessanta" emblem on front fender 

Ferrari 612 Sessanta Interior

Interior colours
Interiors are featured by a single-colour environment, with slightly contrasting stitching. Two choices are available.
• New Natural leather, "Terra Bruciata" coloured (exclusive colour on 612 Sessanta), including:
o Marrone carpets
o Interior details in Grigio Scuro (dash cross member, door panel details, tunnel plate)
o Black seat belts o Terra Bruciata colour for steering wheel, dashboard, rear shell, and upper interior part
Those interiors are exclusively available with Grigio Scuro / Nero livery.
New Natural leather Charcoal coloured, including:
o Grigio Scuro carpets o Interior details in Rubino Micalizzato (dash cross member, door panel details, tunnel plate)
o Grigio seat belts
o Charcoal colour for steering wheel, dashboard, rear shell, and upper interior part Those interiors are exclusively available with Rubino Micalizzato / Nero Daytona livery.
Interior content
• Steering wheel with three-position Manettino and Engine Start button • Exclusive upholstery style for seats, door panels and rear sides
• Specific central tunnel upholstered and fully equipped, with 2 cup-holding compartments and rear handles
• Four pockets on door panels, two of them closed
• Specially-styled instrument cluster
• Unique plate celebrating the 60-year anniversary on F1 gearbox plate
• Leather upholstered and equipped boot Further contents
• CCM braking system with black calipers
• Bose Media System
• Rear Parking Camera
• TV Tuner
• Cruise Control

Spesification:

Dimensions and Weight
Overall length 193.0 in
Overall width 77.0 in
Height 52.9 in
Wheelbase 116.1 in
Front track 66.5 in
Rear track 64.6 in
Dry weight 3880 lb*
Kerb weight 4134 lb*
Fuel tank capacity 24 UK gal (29 US gal)
Brakes
Front 15 x 1.34 in
Rear 14.2 x 1.26 in
Engine
Type 65° V12
Bore/stroke 3.50 x 3.03 in
Unit displacement 29.2 cu in
Total displacement 350.8 cu in
Compression ratio 11.2:1
Maximum power 397 kW (540 CV) at 7250 rpm
Maximum torque 588 Nm (434 lbft) at 5250 rpm
Gearbox
Gearbox F1A 6-gears+Reverse
Tyres
Front 245/40 ZR 19”
Rear 285/40 ZR 19”
Performance
Maximum speed 199 mph
0-100 km/h (0-62 mph) 4 s
Fuel Consumption
Combined 20.5 l/100 km
CO2 Emissions
Combined 470 g/km

Post Title → Ferrari 612 Sessanta

ADVERTISEMENTS

Volkswagen Golf GTI Pictures

ADVERTISEMENTS

On the whole, employees of car manufacturers reside in one of two camps: the hardcore petrolheads who’ve spent a lifetime dreaming of creating the ideal driving machine, and the number-crunching bean-counters that spend their days observing and analysing statistics and market trends, optimising sales and crushing the dreams of the first group. This is a successful formula in general terms, encouraging development and evolution within the industry whilst maintaining consistent sales through models that have a broad appeal. For aftermarket tuners and DIY mechanics, it’s a positive joy to tweak the aspects of a car that have been softened for mass consumption; stiffer suspension, lower profile tyres, less restrictive exhaust systems that would run the risk of pleasing a few but offending many if they were fitted in the mainstream.

So, everyone’s happy, yes? The accountants have lovely graphs where all the lines go upwards, Demon Tweeks are doing a roaring trade in spikey cams and carbon-fibre airboxes… but what about the in-house enthusiasts; the designers, developers and engineers? How do these poor souls react to having their vision diluted so callously.
They rebel, that’s how. Look at the original Golf GTI: VW bosses wanted the Golf to be a sort of upmarket take on the Mini, with low weight, diminutive dimensions and maximised interior space. The engineers wanted it to be quick and fun. They built the prototype in their spare time… and management loved it. Absolutely loved it. And you know how successful that was Fast-forward a few decades and the cheeky scamps at Wolfsburg were at it again. OK, the goalposts had shifted somewhat – this wasn't so much an engineer-led project as the latest manifestation of the spiralling and ludicrous power war dominating the German motor industry – and we knew not to get our hopes up too high. They didn't actually build the W12-650 for public consumption.

Imagine if they did, though. Until the launch of the mkV, the Golf GTI had come under enormous criticism for its loss of focus; what began as a pure and playful thoroughbred evolved into something lardy and sluggish. The mkV GTI was a return to form, but some people wanted more. More grunt, more attitude, more thrust. The R32 addressed these issues, with a juicy V6 and a hateful disdain for other hot hatches. VW then wanted to show just how far they could stretch the formula… and it got really rather silly.

This may look like a Golf GTI that’s been tampered with by a backstreet chop-shop, but this is no trailer queen. Strolling past it, you might notice the twin fans in the back. Er, yes, there’s a 6-litre biturbo W12 under there. Which produces 641bhp. And that’s just ridiculous.The W12 isn’t really a W-configuration in the same way that the VR6 isn’t really a V; indeed the W12 is basically two VR6 engines bolted to a common crank. The most common application of this engine in a similar state of tune? That’ll be the Bentley Continental GT. OK, so we have a Volkswagen Golf with a Bentley engine mounted in the middle – a Bentley engine that has been significantly tuned, no less – with 641bhp. Silly enough for you? How about if I mention that it will hit sixty in 3.7 seconds, going on to a v-max of 201mph? The lunatics, if not actually taking over the asylum, had certainly distributed a few propaganda leaflets.

The real bitch was that this was just a mule, a showcase of what VW could achieve when they put their minds to it. (Some might argue that it’s a glimpse of what would happen if the artisans had a freer reign, others that it serves to validate how fearful VW are of alienating their consumers by behaving in too extreme a manner.) By this token, unfortunately, it didn’t really achieve what it should have. Sure, it looked superb, the performance was brutal and genuinely impressive, but there was a lack of finesse that ruined the whole project. While it worked to their credit that journalists were allowed to drive the car – by no means a given with your average one-off prototype – reports of questionable brakes and downright dangerous handling dynamics were rife.Still, who gives a toss about that? It’s a 200mph Golf with a fucking Bentley engine. The world needs more behaviour like this. We need to regain faith that these colossal conglomerates are still based on boundless enthusiasm and a genuine desire to excel. The passion exists, it just needs to be nurtured

Post Title → Volkswagen Golf GTI Pictures

ADVERTISEMENTS

Suzuki Grand Vitara TMR Wallpapers

ADVERTISEMENTS

Suzuki has announced that its updated-for-2009 Grand Vitara will hit showrooms Australia-wide in September, bringing with more power, better economy and greater safety than the outgoing model, along with a few minor cosmetic upgrades.

Two new petrol engines join the Grand Vitara range, with a 2.4-litre inline four replacing the old 1.6 and 2-litre units and a new 3.2-litre V6 taking up residence in the Grand Vitara Prestige. Both engines are equipped with variable valve timing (intake cam only on the 2.4-litre and both intake and exhaust on the 3.2) and both are smoother, quieter and more refined than the outgoing motors.

The 2.4-litre engine also features a variable-length intake manifold, which can change the length of the inlet tract to help improve torque production across the rev range and improve efficiency. Combined with the VVT system, the 2.4-litre four is capable of busting out a respectable 122kW while delivering an admirable fuel consumption figure of just 8.8 litres per 100km when equipped with the 5-speed manual gearbox.

With an extra 500cc over the outgoing 2.7-litre V6, the 165kW 3.2-litre donk in the Grand Vitara Prestige still manages to deliver an ADR economy figure of 10.5 litres per 100km, which makes it 9 per cent more frugal than its smaller predecessor. Power is also 22 per cent higher than the old engine and with its variable valve timing, roller rockers and silent drive system for its timing chain, it's easy to see why the 3.2L V6 is the flagship motor for the 2009 Grand Vitara. The 1.9-litre turbodiesel four carries over from the old model, and has been warmed over by Suzuki's engineers for an improved fuel economy figure of 7L/100km.

The 2.4-litre engine is available with either a 5-speed manual or a four-speed automatic, while the V6 comes with a 5-speed slushbox as the only option. All engines come hooked up to Suzuki's excellent 4x4 system, which features a dual-range transfer case and locking centre differential for when the going gets really tough. The Prestige V6 also comes equipped with hill descent control and hill hold control as standard.

Post Title → Suzuki Grand Vitara TMR Wallpapers

ADVERTISEMENTS

Volkswagen Lifts the Top off New Golf Cabriolet Mk6

ADVERTISEMENTS

The 2011 Geneva Motor Show will mark the return of the Cabriolet nameplate to the Golf range after an almost decade-long hiatus. Based on the underpinnings of the latest generation Golf hatchback, the two-door four-seater features a soft top with an electro-hydraulic drive that can be raised or lowered in only 9.5 seconds. The process can also be performed during driving at speeds of up to 30 km/h (19 mph).  

The exterior styling is similar to the three-door Golf Mk6, with the Cabriolet featuring a unique rear section, lower profile roof line and more swept-back angle of its front windscreen frame.
Whereas previous Golf Cabriolets featured a fixed central rollbar, VW's newcomer gets a pop-up rollover protection system similar to the one found on its sister Audi model, the A3 Convertible. Minus the four-seat layout, the Cabriolet's interior is identical to that of the hatchback.
The Golf Cabriolet measures 4,215 mm in length, 1,424 mm in height and 1,779 mm in width, meaning its 208mm shorter than the Eos hardtop convertible. However, the two models share a 2,578 mm wheelbase, resulting in the same interior space for all four passengers. According to Volkswagen, with the roof down, the Cabriolet offers 250 litres of boot space.
In Europe, the convertible version of the Golf will be available with a choice of six turbocharged direct-injection engines whose power outputs range from 105HP to 210HP. These include four petrols (1.2-litre TSI 105HP, 1.4-litre TSI 122HP, 1.4-liter TSI 160HP and 2.0-liter TSI 210HP), and two diesels (1.6-liter TDI 105HP and 2.0-liter TDI 140HP).
The most fuel efficient version is the 1.6 TDI with 105 PS and BlueMotion Technology, which consumes 4.4 lt/100 km (53.5 mpg US) and emits 117 g/km of CO2.
In Germany, advance orders begin tomorrow with prices starting at €23.625.. Volkswagen did not say if or when the new Golf Cabriolet will be offered in North America.

photos

Read more In Cars

Post Title → Volkswagen Lifts the Top off New Golf Cabriolet Mk6

ADVERTISEMENTS

BMW 750 li Pictures

ADVERTISEMENTS

Among folks fortunate enough to live outside the Snowbelt, all-wheel drive is usually brought up only in conjunction with pickup trucks and Jeep Wranglers. For those of us who have to deal with snow and freezing conditions for months every year, though, an all-wheel-drive car can be the difference between getting to work and getting stuck at the end of your driveway. Indeed, here in Michigan, just about every luxury ride on the road wears an “x” or “4MATIC” or “Quattro” badge on its rump, signifying four-wheel power, with the BMW 7-series being one of the only cars in its competitive set not to offer all-wheel drive. Until now.

Fitting all-wheel drive to a big rear-drive car, however, can run the risk of upsetting driving dynamics. Take the current BMW 535i xDrive. Like all xDrive systems, its variable torque split defaults to 40 percent front and 60 percent rear, with the ability to shuffle up to 100 percent of the available power to either axle should slippage occur. Yet, it understeers like a baseball player barreling headfirst into home plate because it's primarily focused on achieving maximum traction, rather than improving vehicle agility. Now imagine if the 7-series, which in short-wheelbase form has over seven more inches between the axles and at least 600 pounds on the 535i xDrive, were fitted with the same system. Dynamic disaster. So the engineers at BMW took that previous version of xDrive—currently used in the 3-series as well as the 5-series—and reconfigured it in such a way that the all-wheel-drive 7 handles just as well as, if not better than, its rear-drive sibling.

Big and Agile

Throw even the extended-wheelbase 750Li xDrive into a corner, and you’d think you were driving something the size of a 335i, with nicely weighted steering that gets a bit heavier as you go through a corner and the front wheels pull you through. Gone is the fun-killing understeer that was exhibited in the 535i xDrive, replaced by more neutral behavior.

Among the systems that help the all-wheel-drive 7 dance better than previous xDrive sedans is “performance control,” a torque-vectoring system already featured on the two-wheel-drive 7-series that applies light braking to the inside rear wheel while adding power to the outside rear wheel, correcting for understeer without the driver ever knowing. Additionally, the 7-series is fitted with active front and rear anti-roll bars that adjust to keep the pitch of the big sedan going in its intended direction. Remember the 535i xDrive’s sole focus on traction at the expense of dynamics, and the resulting push? Perhaps the most important characteristic of the new 7-series version of xDrive is that it will variably adjust from the normal 40/60 torque split to, say, 20/80 or 30/70 or whatever when cornering—the car knows when you're trying to push it hard, unlike the 5-series—further accentuating the feel of rear-wheel-drive agility while maintaining the benefits of four driven wheels. Additionally, the system can switch to a 0/100 split when parking (to avoid binding), while also maintaining the ability to send up to 100 percent of available power fore or aft should one set of wheels completely lose traction. The front-to-rear power ratios are not fixed, though, which allows the car’s computer to adjust back to the normal 40/60 torque split as it deems necessary. The result is, as we said, one seriously fine-handling luxo-barge, although it must be noted that only eight-cylinder 7-series customers will be able to opt for xDrive. It will not be offered on the forthcoming 12-cylinder 760i and 760Li.

The xDrive system adds 187 pounds over a standard 750i, with the car’s overall heft redistributed in such a way that only one additional percent of the car’s weight sits over the front axle, which assists the 7 in its handling prowess. The xDrive 750 will command a $2300 premium when it goes on sale this October—which is just in time to help us Snowbelters escape our snowy driveways.

Post Title → BMW 750 li Pictures

ADVERTISEMENTS

Audi S5 Wallpapers

ADVERTISEMENTS

On a recent trip to Canada I had the opportunity to drive a 2010 Audi S5 Cabriolet for a few days. Prior to hopping into the car in Toronto, I had gotten myself all pumped up about the fact that I’d soon be luxuriating in the power and beautiful noises courtesy of Audi’s 354-bhp 4.2-liter V-8, just like the one found in the S5 coupe we had at the R&T offices for our Road Test in the November 2007 issue. Imagine my surprise when I sat in the S5 cabrio’s superbly supportive driver’s seat, popped the canvas top, fired up the engine…and didn’t hear a rumbly V-8 exhaust note, but rather a V-6. Somewhere along the line this intrepid journalist missed the memo from Audi that the S5 cabrio would use the same supercharged 3.0 TFSI V-6 as our long-term S4 sedan, while the S5 coupe continues (oddly) to be powered by a normally aspirated V-8 (also of interest, the S5 coupe continues with the choice of either a 6-speed manual or 6-speed Tiptronic automatic, while the S5 cabrio comes only with a 7-speed dual-clutch S tronic gearbox).

No matter, the 3.0 TFSI is one of the best supercharged engines in the world, delivering 333 ultra-smooth horsepower and 325 lb.-ft. of torque, which meant there was always plenty of passing power on hand while traversing Canada’s woodsy two-lane roads.

Personally I prefer the 6-speed manual in our S4 sedan, as that setup allows for you to become much more “one with the car” than the S tronic, which can be a little bit jerky in manual mode in stop-and-go traffic. I also don’t like that the S tronic automatically upshifts for you at redline, but it’s a decent gearbox regardless, with small paddle shifters on the steering wheel and great exhaust reverberations with each upshift.

The handling of the S5 cabrio, aided by standard Quattro all-wheel drive, is excellent. Aim the S5 through a corner and it goes exactly where you point it, with minimal body roll and lots of grip, while returning a more than reasonable ride for those times when you’re not pushing the pace. As to be expected, there is a bit of cowl shake.

The interior is first rate, capable of transporting four adults in comfort, although the rear-seat passengers suffer the usual top-down toussled hair syndrome, which afflicts pretty much all convertibles other than the 2011 Mercedes-Benz E-Class. I found the S5 cabrio’s single button to raise or lower all four windows quite handy. Trunk space is semi-reasonable.

In the end, while I had a great time driving the S5 cabrio and very much enjoyed the 3.0 TFSI V-6, I must admit I still prefer the S5 coupe’s thundering V-8. But probably not that car’s thirstier nature—14/22 city/highway mpg for the manual and 16/24 for the automatic, versus the S5 cabrio’s V-6/S tronic combo which returns 17/26 mpg.

Post Title → Audi S5 Wallpapers

ADVERTISEMENTS

Volvo to Build New Car Plant in China

ADVERTISEMENTS

At a press conference held earlier today in Beijing, Chinese-owned Volvo Cars announced plans to build a new plant in the city of Chengdu and continuing investigations for a second factory in Daqing, in north-eastern China. Volvo said that the deal is still pending approval from the Chinese government.  

"We regard the Chinese market as the second home market for Volvo Car Corporation and a very important part of the plan to build a successful future for the company," said Stefan Jacoby, President and CEO of Volvo Car Corporation.
The Chengdu assembly plant will only build Volvo cars and have an initial output of around 100,000 cars annually, with production estimated to start during 2013. Volvo said that the decision to expand in China will not affect operations and employment in Europe.
"We will build an entirely new plant in Chengdu and further investigate the opportunities for establishing an additional factory in Daqing," said Jacoby. "Our production in China will, however, not have any impact on decisions affecting capacity utilization of our plants in Sweden and Belgium" says Stefan Jacoby.
The Swedish automaker, which was acquired from Ford by China's Geely in 2010, also announced that Shanghai will serve as Volvo Car China's headquarters and centre for product development, design and sourcing. "Among other priorities, Volvo Car China will also support Volvo Corporation R&D in Sweden regarding the development of electric vehicles and hybrids," the company said in a statement.
"The Volvo Car China Technology Centre in Shanghai will develop into a complete product development organization on an international level," said Freeman Shen, Volvo Car Corporation SVP & China Operations Chairman. "It will have the competence and capacity to work together with the HQ in Sweden, participating in Volvo Car Corporation's work process for developing entirely new models."
Volvo said that it plans to increase its business presence in the China and aims to reach a sales volume of about 200,000 cars a year in the country by 2015. The company's global retail sales during 2010 reached 373,525 (an increase of 11.2 per cent compared to 2009), with only 30,000 of those sold in China.

photos

 Read more In Cars

Post Title → Volvo to Build New Car Plant in China

ADVERTISEMENTS

Tesla Losses Soar to $154.3 million in 2010

ADVERTISEMENTS

Tesla Motors has just released a preliminary, unaudited financial report concerning the year than ended on Dec. 31, 2010. The company reported losses of US$51.4 million in Q4 2010 and US$154.3 million for 2010, which was almost triple the US$55.74 million loss for the year ending Dec. 31, 2009.
The EV automaker's revenue, however, rose approximately 5 percent in 2010 to $116.7 million. Revenues for the fourth quarter of 2010 were US$36.3 million, a 16% increase from the US$31.2 million reported in the prior quarter. Tesla added that gross margin improved to 26% for the full year 2010, up from 9% for 2009.
The company 's future plans include the launch of the Model S, which is scheduled to go on sale in the middle of next year. Scroll down to read Tesla CEO Elon Musk's statement.

 photos

Read more In Cars

Post Title → Tesla Losses Soar to $154.3 million in 2010

ADVERTISEMENTS

New Smart ForSpeed Concept

ADVERTISEMENTS

At next week's Geneva Motor Show, Smart will reveal a new concept model called the ForSpeed that signals a new design direction and hints at future products from Daimler's small car brand. The ForSpeed is a zero-emissions roadster model with a unique look that is powered by an electric motor.

In a similar fashion to Smart's 2001 Crossblade that was produced in a limited run of 2,000 units, the ForSpeed has no roof or side windows and it features a low wind deflector instead of a windscreen. However, unlike the Crossblade, the ForSpeed does get a pair of doors as well a fabric tonneau cover for weather protection.
While Smart has no immediate plans to produce the ForSpeed, key styling elements such as the headlamp and tail lamp designs with the outer rings illuminated by a LEDs as well as the more prominent front grille, will be carried over to future products including the next ForTwo series and the new five-door ForFour as the company plans to create a more distinct look for its cars to better compete with the Fiat 500 and the Mini.
On the inside, Smart's designers opted for a minimalistic look with separate round turbine-like instrument clusters for the driver and passenger. Whilst the driver gets a speedometer, the passenger's side features a smartphone that can be swiveled by up to 90 degrees in its holder and towards the driver so that the driver can also take a look at the display, which include a navigation system.
The open two-seater is motivated by a 40HP / 30kW electric motor installed at the rear. A button in the centre console activates a boost function which provides an extra 7HP /5 kW of power for a short time.
The electric motor is fed by a 16.5 kWh lithium-ion battery that can be charged at any conventional 220 Volt socket. The charging device is located in the third brake light behind the Smart logo. According to Smart, quick charging from 0 to 80 percent takes 45 minutes, while a fully charged battery offers a driving range of 84 miles or 134 kilometers
The ForSpeed concept accelerates from 0 to 37 mph (60 km/h) in 5.5 seconds and reaches a top speed of 75 mph or 120 km/h.
We'll bring you more photos and details on the ForSpeed from the Geneva Show floors next week. 
 photos

Read more In Cars

Post Title → New Smart ForSpeed Concept

ADVERTISEMENTS