Wednesday, August 31, 2011

Nuevo Honda Civic 2012 Hatchback





Honda presentó la primera imagen de la parte trasera del nuevo Honda Civic Europeo 2012 que será presentado en el Salón de Frakfurt. En Europa estará disponible en versión Hatchback de 5 puertas solamente y será comercializado a partir del primer trimestre de 2012. El diseño de la parte trasera tiene cierta similitud con el Honda Insight y se destaca el nuevo alerón trasero con tercera luz de freno totalmente integrada, faros traseros de forma afilada, sensores de estacionamiento trasero, etc. Esta nueva versión recibirá mejoras aerodinámicas donde los ingenieros lograron un mejor coeficiente aerodinámico, mejor visibilidad, interior muy silencioso y mejor confort de marcha.

El nuevo Honda Civic recibirá también un mejor coeficiente aerodinamico Se espera que lleve el nuevo motor 2.2 i-DTEC de 150CV con un consumo mixto de 4.5 litros/100 km y un nivel de emisiones contaminantes de CO2 que se encuentran por debajo de los 110 gr/km


Diesel-Powered Porsche Panamera to debut in Frankfurt





Understandably, all eyes at Porsche's Frankfurt auto show stand will be turned towards the spanking new 911 Carrera and Carrera S Coupes, but Porsche will also celebrate the first public outing of their diesel-powered Panamera, details of which were announced earlier this year.

The most fuel-efficient variant of the Panamera sports sedan to date is fitted with an Audi-sourced 3.0-liter turbocharged V6 common-rail diesel pumping out 250-horsepowerand a brawny maximum torque of 550Nm (406 lb-ft). Power is channeled to the rear wheels through an eight-speed auto.



While the Panamera Diesel can dash from zero to 100 km/h (62mph) in a zippy 6.8 seconds and reach a top speed of 242km/h (150 mph), what sets it apart from the other members of Porsche's family is its low fuel consumption.



When fitted with standard tires, the diesel model returns a combined fuel economy of 6.5 lt/100 km (36.2mpg US or 43.5mpg UK) with CO2 emissions of 172 g/km CO2, while these numbers drop to 6.3 lt/100 km (equal to 37.3mpg US or 44.8mpg UK) and 167 g/km CO2 respectively, when opted with low rolling resistance tires.



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Video: 2011 Porsche Cayman R - Hot Lap

2013 Audi S8 gets 4.0-liter Twin-Turbo V8 with 520-Horses





Audi's third and final "S" model heading to the Frankfurt Motor Show is the luxurious S8 that will be launched on the market along with the S6 and S7 Sportback in the spring of 2012.



As it holds the title of being the 'Big Daddy' of Audi's S range, it was only appropriate that the S8 receive a more powerful version of the newly revealed 4.0-liter twin-turbocharged V8 engine than on the S6 and S7 models.



The German firm's engineers further honed the 4.0 TFSI pushing output to 520-horses and a constant 650 Nm (479.42 lb-ft) of torque to the crankshaft between 1,700 and 5,500 rpm.



Power is channeled to all four wheels through an 8-speed automatic transmission and Audi's permanent all-wheel drive system, with Audi making claims of a 0-100km/h (62mph) sprint time of just 4.2 seconds, or 0.6 and 0.7 seconds faster than the 420HP S6 sedan and S7 Sportback, respectively.



The V8 engine features a cylinder deactivation system that can cut down one bank to become a 4-cylinder , as well direct-injection technology, plus energy recuperation and start-stop systems.



As a result and despite a 70HP increase in output over the previous 5.2-liter V10-powered S8, Audi says average fuel consumption has decreased by nearly 23 percent at 13.2 liters per 100 km (17.8mpg US).



To improve handling, the S8 gets a specially tuned adaptive air suspension with variable damping, which can vary the ride height of the body between three levels, and four internally ventilated disc brakes that measure 400mm (15.75 in) in diameter up front and 365mm (14.37 in) at the rear, with carbon ceramic disks offered as an option.



As with other members of Audi's S family, the styling touches on the S8 are subtle. On the outside, apart from the 20-inch alloy wheels shod with 265/40-series tires, the 5.15 meter-long (16.90 ft) S8 gets a different grille treatment, a front apron with a lip spoiler, and a revised rear bumper that incorporates a diffuser and four tail pipes.



Interior modifications include the usual, meaning sport seats, a sport steering wheel and –you guessed it- sportier looking trim.







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Audi reveals new S7 Sportback with 420HP Bi-Turbo V8





When the doors open to the 64th IAA International Motor Show on the September 13, Audi will hold the world premiere of the all-new S7 Sportback.



The most potent member of the A7 Sportback family to date debuts a new 4.0-liter twin-turbocharged TFSI V8 engine that will also find its way under the hood of a variety of VW Group models including Audi's own S6 and even Bentley's Continental series.



The force-fed eight-cylinder motor generates an output of 420-horsepower and a peak torque of 550 Nm (405.7 lb-ft), allowing the S7 to complete the 0-100km/h (62mph) sprint in 4.9 seconds and reach an electronically limited top speed of 250km/h (155mph).



The V8, which uses the German firm's “cylinder on demand” technology under part load, consumes on average an estimated 9.7 liters of fuel per 100 km (equal to 24.3mpg US).



A seven-speed S tronic dual clutch transmission and Audi's quattro permanent all-wheel drive system with a self-locking center differential and torque vectoring, transfer power to the ground.



There's also an optional sport differential that distributes the power in variable proportions between the rear wheels.



The S7 Sportback features an adaptive air suspension sport and the Audi drive select dynamics system, while braking is provided by large, internally ventilated disc brakes front and rear. Those willing to dig deep into their pockets can opt for the carbon fiber-ceramic discs.



The exterior changes are fairly subtle and include bespoke front grille and bumper designs, side sills, a different rear bumper that houses a diffuser and quad tail pipes plus 19-inch or optionally, 20-inch wheels.



As for the cabin, the S7 is fitted with sport seats dressed in combination of Pearl Nappa leather and Alcantara (a full leather treatment is optional), a three spoke steering wheel and unique decorative trim.



Audi said first deliveries of the S7 Sportback are scheduled to begin in spring of 2012.







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Tuesday, August 30, 2011

New Cars

Most Pimped Hummer Ever
Concept Car Citroen C Metisse
lamborghini murcielago rgt race car
Beautiful Cars Wallpaper
Best Cars in the World
acura advanced sports concept
New fast car
new cars
super fast sports car
sintesi concept car
mclaren f1 supercars
lamborghini gallardo car
H2 GT GeigerCars 2006
fast car south beach miami sports car
ff mil car reduce
fast cars
fast and furious 4 Pontiac cars
Fast And Furious Movie Cars Race
bmw m6 car bmw
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Bugatti Veyron Exotic Car Wallpaper
new fast car
lamborghini murcielago rgt race car
Super car Wallpaper
Maserati_GranTurismo
New Car 2013 BMW Vision Efficient Dynamic

Audi Revamps the S Models for 2013





The latest-generation S models will debut in two weeks at the 2011 Frankfurt Auto Show and will go on sale in Europe next spring.



The big news is under the hood, where a new twin-turbo 4.0-liter V8, with stop-start and cylinder-deactivation technologies, replaces the previous naturally aspirated 5.2-liter V10.



In the S6 and S7, the 4.0 TSFI is rated at 414 horsepower and 406 pound-feet of torque, compared with 435 hp and 398 lb-ft in the previous S6. With power delivered to all four wheels through a seven-speed S tronic gearbox, 0-60 acceleration is trimmed to less than 4.8 seconds in the S6 sedan and to less than 4.9 seconds in the S6 Avant and the S7. Top speed, as usual, is electronically governed to 155 mph.



In the flagship S8, the 4.0 TSFI is boosted to 512 hp and 479 lb-ft, compared with 450 hp and 398 lb-ft in the previous S8. With power flowing through an eight-speed Tiptronic, 0-60 acceleration is slashed to less than 4.2 seconds, from 4.9 seconds for the older 5.2 V10 version.



Performance isn't the whole story either. Average fuel economy climbs to 24 mpg in the new S6 and S7 and to 23 mpg in the S8.



The S models share some common elements, notably sport-tuned adaptive air suspension with variable damping, larger wheels and tires (19- and 20-inch rims on the S6/S7, 20s and 21s on the S8), subtle visual enhancements and an array of cutting-edge driver-assistance systems.



Among the options are a rear sport differential (standard on the S8), carbon fiber-ceramic brake discs and high-end Bang & Olufsen audio systems.



The cockpits also receive special treatment, with generous applications of leather and brushed aluminum, as well as a choice of real wood inlays.



Audi says all of the options on the standard A6, A7 and A8 also are available on the S versions.







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2012 Volkswagen Jetta GLI - Test Drive Review





What we've really been waiting for is this, the 2012 Jetta GLI. Packing VW's ubiquitous turbocharged 2.0-liter four-cylinder, a six-speed manual or optional DSG and an independent rear suspension, the GLI is here to assuage enthusiasts' fears that VW has lost the plot in its relentless pursuit of global market dominance. Just as Porsche hasn't given up on sports cars as it expands into un-Porsche-like segments, neither has VW in its efforts to appeal to more people. But unlike Ferdinand's second child, we still have the nagging sense that Volkswagen is leaving something on the table – despite the GLI's potential on paper.



From a far, it's hard to tell the GLI apart from a standard Jetta. Get closer and even the deeper front spoiler, honeycomb grille and vertical fog lamps pulled from the GTI do little to convey the same racy presence of its hot hatch stablemate. The standard 10-spoke, 17-inch wheels even look a little small in their wheel wells, despite the red brake calipers. Thankfully, an optional set of 18-inch, split five-spoke rollers up the aesthetic game and come coated in 225/40 R18 Dunlop SP Sport 01 AS rubber that makes for a worthy upgrade over the standard 225/45 R17 all-season Continental ContiProContacts.







The Jetta's tune changes on the inside. And to excellent effect.



Behold, a soft-touch dash; convincing aluminum trim on the dash and flat-bottom, leather-wrapped wheel; bolstered seats coated in optional V-Tex leatherette; and contrast red stitching abound, although the GLI's plastics go from high-class to low-brow as soon as your hand ventures south.



But this isn't a story about a reworked interior on a Jetta. This is about how the GLI holds up as a GTI sans-hatch. And to that end, it's exactly what you'd expect.







Power from the 2.0T is unchanged for sedan duty, with 200 horsepower coming on at 5,100 rpm and peak torque – 207 pound-feet – flowing from 1,700 rpm and up. We spent about 20 minutes in the DSG model and found it... fine. But as per usual, the manual is the driver's choice – even in start-and-stop traffic.



Clutch take-up is on the high and light side, so puttering around town doesn't require a Tour de France-honed left leg. The shifter standard VW fare, with an enlarged knob and slightly long throws providing a choice of six forward ratios. Braking is handled by 12.3-inch vented front discs and 10.7-inch solid rear rotors, all of which add up to a predictable, linear pedal feel that only began to fade after two particularly torturous runs.



While the 2.0T continues to gain accolades for its linearity and tunability, VW's tried-and-true turbocharged four-pot is starting to show its age, despite a recent reworking. Two hundred horsepower was plenty for a front-driver in 2005, but consider that the Kia Optima Turbo, BMW's new turbocharged four and – hell – even the old Cobalt SS all make more ponies with the same displacement, and the GLI can't help but feel somewhat ill-equipped for the modern age, even if it gets the job done nicely. We still managed some wheelspin in second gear when planting our right foot and you can hit 80 mph in third gear if you're so inclined, but there's not much happening on the far side of the tach, despite peak horsepower arriving further along in the rev range.







The other added benefit of swapping the GTI's drivetrain directly into the Jetta is the inclusion of the XDS cross differential that's engineered to reduce torque – and thus, wheelspin – to the inside wheel through a corner. As with the GTI, the ABS-based system works, but constant flogging means brake fade comes on stronger than in something with a mechanical torque-vectoring diff. We also experienced momentary traction control engagement with the left front loaded and the right coming over a crest. That's more a product of an uneven (and likely untested) surface than an engineering fault, but considering there's no off switch for the traction control, it's worth noting.



The other core driver bits, specifically the electrically assisted steering, 15mm lower ride height and bolstered seats, are more tuned to around-town runs and freeway cruising than all-out tarmac assaults. Feel from the wheel is above-average, if not overly communicative, and the seats do their best to hold you in place, unless your personal curb weight is on the malnourished side. On the topic of tonnage, the GLI with the six-speed manual comes in at 3,124 pounds, with the DSG-equipped model slipping in just over 3,150 pounds. Compared to the GTI organ donor (three-door manual at 3,034 pounds and up to 3,160 pounds for the five-door automatic), the weight increase is negligible.







Driving the GTI and GLI back-to-back, the suspension work performed on the Jetta combined with the extra 2.9 inches of wheelbase (101.5 vs. 104.4, respectively), made the GLI the more comfortable cruiser – but at the expense of engagement. The extra weight over the rear provided by the GTI's hatch and the shorter space between the wheels made it noticeably more chuckable, with the rear rotating ever-so-slightly and allowing the front to tuck in quicker when adjusting the throttle mid-corner. The seating position – admirable in the GLI – was exceptional in the GTI, and considering the added utility of the hatch and the nominal penalty rear seat passengers pay in the legroom department (35.5 inches for the GTI and 38.1 inches for the Jetta), only regular people-schleppers and hatch-haters would be better served with the sedan.







What we're left with is an overall impression that Volkswagen has made the 2012 Jetta GLI for people who just want more. More power, more flash, more amenities and an interior that doesn't make you wretch. In that, they've succeeded. But what VW hasn't made is a real sports sedan. For those people, the Golf R – despite its hatchback – is the what they're after.



Yet for the masses, the Jetta GLI fits the bill. Like the standard Jetta before it, the GLI seems to leave some of what we appreciate on the table, but in exchange nets a total package that's more endearing to the average buyer. While the GLI is closer to what we want than the standard Jetta, it's still at least 20 horses and a stiffer suspension short of ideal. And what bothers us more than anything is that we know VW can deliver it.







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