Ferrari FXX Sports Car Wallpapers
Sunday, August 28, 2011
2012 Honda Civic Si Coupe Pictures
2012 Honda Civic Si Coupe Pictures
If you're an auto enthusiast, you can hardly be faulted for thinking Honda has largely abandoned you. In fact, you might even feel justified in thinking that the once enthusiast-driven company has lost the plot and gone Toyota, ditching drivers' cars for various forays into the hybrid scene and profitable-but-bland people-movers of various shapes and sizes. You might even get depressed when you look at Honda's enthusiast car portfolio circa 2001 and compare it to its portfolio today.
A decade ago, Honda's lineup included the likes of the S2000, Civic Si, Acura NSX and Integra/RSX -- and the Prelude had only just been discontinued, with 2001 being its last year. These days, the options are substantially more limited. There's the oddball CR-Z and the only member of the above list to make it out of the aughts, the Civic Si. Somewhat of a constant in Honda's lineup for some two decades, the continued presence of the Si has served as a beacon of hope for enthusiasts even as the rest of its sporty brethren died off one by one over the past decade, each leaving no heirs. But the Si, like the rest of the Civic lineup, has just undergone a fairly significant transformation, bringing its hope-bringer status into question.
2012 Honda Civic SI Coupe Side
One reason why is that the 2012 Honda Civic Si is no longer powered by the high-revving K20 2.0-liter four. It has made way for a slightly modified version of the K24 2.4-liter also found under the hood of the Acura TSX that makes slightly more power (201 hp versus 197 hp), considerably more torque (170 lb-ft versus 139 lb-ft), but redlines at 7000 RPM instead of 8000 and is nowhere near as free-revving as its predecessor. As a result, the character of the 2012 Si is decidedly different.
| 2012 Honda Civic Si | |
| BASE PRICE | $22,955 |
| PRICE AS TESTED | $23,155 |
| VEHICLE LAYOUT | Front engine, FWD, 5-pass, 2-door coupe |
| ENGINE | 2.4L/201-hp/170-lb-ft DOHC 16-valve I-4 |
| TRANSMISSION | 6-speed manual |
| CURB WEIGHT (F/R DIST) | 2835 lb (61/39%) |
| WHEELBASE | 103.2 in |
| LENGTH x WIDTH x HEIGHT | 175.5 x 69.0 x 55.0 in |
| 0-60 MPH | 6.5 sec |
| QUARTER MILE | 15.0 sec @ 92.3 mph |
| BRAKING, 60-0 MPH | 121 ft |
| LATERAL ACCELERATION | 0.89 g (avg) |
| MT FIGURE EIGHT | 26.4 sec @ 0.66 g (avg) |
| EPA CITY/HWY FUEL ECON | 22/31 mpg |
| ENERGY CONSUMPTION, CITY/HWY | 153/109 kW-hrs/100 miles |
| CO2 EMISSIONS | 0.77 lb/mile |
2011 Volkswagen Beetle reborn
2011 Volkswagen Beetle reborn
Volkswagen will relaunch the iconic Beetle In early 2011. The VW Beetle coupe – scooped here in our latest spy photos – arrives first, followed by the cabriolet later in the year.
The original rear-wheel-drive Beetle sold 21.5 million units over 65 years. Its successor, the front-drive New Beetle launched in 1998 in the United States, soon became the darling of a predominantly female fashion- and lifestyle-oriented clientele which was not even remotely interested in flower power songs or the anti-establishment mantra of the roaring Sixties.
Designed in California by J Mays and Freeman Thomas, the success of the reinvented VW bubble car turned out to be short-lived; despite sporadic product enhancement efforts such as the 224bhp RSi version based on the Golf VR6, by 2009, sales dropped to an all-time low of little over 30,000 units.
In spring 2011, the second-generation New Beetle known internally as VW324/325 is due to see the light of day. It exceeds the current car by 90mm in length, sports a flatter roofline and a more upright windscreen, and has a more dynamic stance thanks to the wider track and the reduced front overhang. You can see all of these in our new spyshots.
The extended rear end accommodates a larger cargo area (up by 40 litres – it was tiny before) and a more spacious passenger compartment which offers 30mm more headroom. From some angles, the notably more grown-up shape is reminiscent of the Ragster concept on display at the 2005 Detroit show.
With a bit of luck, the new look should appeal to hippie fan-club members as well as to a much younger audience.
Where will the new Beetle be built?
It’ll be assembled by VW do Mexico in Puebla starting in January 2011. The MkII New Beetle adopts the decontented front suspension and the compound rear axle of the Golf Mk5. Only the 200bhp top-of-the-line version is expected to a feature an independent rear suspension. Engines for the US market run thus:
• 2.5-litre five (170bhp/177lb ft)
• 2.0-litre GTi unit (200bhp/207lb ft)
• 2.0-litre TDI (140bhp/236lb ft)
European engines are:
• 1.2 TSI (105bhp/175Nm)
• 1.4 TSI (160bhp/129lb ft)
• 2.0-litre GTi unit (200bhp/207lb ft)
• 1.6 TDI (105bhp/184lb ft)
Both 105bhp models must make do with five forward ratios. All versions bar the US-bound diesel can be had with an optional six- or seven-speed dual-clutch transmissions. Don’t expect a Bluemotion eco Beetle, a sporty RSi derivative or the extra-cost 4Motion drivetrain at this stage.
The next two-door Beetle will be marketed as a coupé – because that´s what it is. The cabriolet retains the old-fashioned convertible stack. A rudimentary speedster spin-off is under consideration to tie in with the mid-cycle facelift.
2011 Ferrari 458 Italia Photo Gallery
2011 Ferrari 458 Italia Photo Gallery
Critical Knowledge:
All-new replacement for the Ferrari 430 model
Aluminum construction keeps curb weight to 3,042 pounds
New 4.5-liter V-8 powerplant rated at 562 hp and 398 lb.-ft. of torque
7-speed dual-clutch transmission
Estimated 17.1 combined mpg
0-62 mph in just 3.4 seconds, according to Ferrari
Claimed top speed of 202 mph
Planned debut at the Frankfurt Auto Show in September
Introduction
Ferrari, the noted sports car maker based in Maranello, Italy, was founded in 1928. The company’s original objective was to sponsor drivers and build race cars. Their plans changed in 1947, when Ferrari began making street-legal automobiles. Over the next several decades, with heavy influence from its continued racing participation, the Italian automaker built countless sports cars that would eventually become classics. These included the 250 GTO, 365 GTB and Dino.
In the late 1970s, Ferrari introduced its 308, a successor to the Dino 246—the automaker’s first high-volume sports car. The mid-engine, two-seat V-8 model was followed by the Ferrari 328, Ferrari 348, Ferrari 355 and the Ferrari 360 (one of the automaker’s best-selling models ever). The 2009 model is known as the Ferrari 430. It is available in berlinetta (closed coupe) and spider (open top) variants.
The announcement of the new Ferrari 458 Italia, the successor to the current Ferrari 430 model, represents a giant leap forward in design, technology and environmental efficiency for the Italian automaker. A two-seat berlinetta, Ferrari calls its 458 Italia “a completely new car from every point of view: engine, design, aerodynamics, handling, instrumentation and ergonomics..”
2011 Cadillac Escalade Hybrid Luxury SUV
2011 Cadillac Escalade Hybrid Luxury SUV
The idea of a hybrid full-size luxury SUV immediately sparks cognitive dissonance. Hybrids are for sprout-eating environmentalists, aren’t they? And full-size luxury SUVs are for carnivorous conservatives, right?
Enter the 2011 Cadillac Escalade Hybrid, the full-size luxury SUV with a two-mode hybrid gasoline-electric powerplant.
The Escalade Hybrid is rated by the EPA to achieve 20 mpg city/23 mpg highway, a substantial increase over the gas-only Escalade’s 13 mpg city/18 mpg highway. Escalade Hybrid prices start at $74,135 ($89,090 as tested in Platinum AWD trim), backed by Cadillac’s 4-year/50,000-mile basic warranty and 5-year/100,000-mile powertrain warranty. Every 2011 Cadillac also gets 4 years/50,000 miles of Cadillac Premium Care Maintenance.
Escalade Hybrid hasn’t changed much since it was first introduced as a 2009 model. It’s still a big, impressive vehicle, with elegant proportions and world-class finishes. Escalade Hybrid rolls out of the factory on gigantic 22″ wheels, pre-blinging for your convenience. The Platinum trim level features LED headlamps, a high tech feature that will eventually trickle down to lesser vehicles.
Inside, Escalade Hybrid gets a nice level of luxury that’s very contemporary, almost European in feel. The old-school Cadillac plushness has been refined and sharpened. Clean and crisp has overtaken cushioned and soft. Cadillac can’t help but dump a gallon of gloss over its wood trim, but at least it looks like there’s some real grain underneath all that clear coat.
Up-to-the-minute technology abounds in the cockpit. GM’s OnStar integrates seamlessly with the onboard navigation system, with live operators available to download directions into the dash with the push of one button. Heated and ventilated seats, heated and cooled cup holders and other luxury features are available as options on the base Hybrid, standard on Platinum.
Not so up-to-the-minute is the third row of seating. It’s not so bad as seating for kids or small adults. But the cargo compartment is seriously compromised by the bulky seats, which don’t fold into the floor and must be removed in order to provide a flat load floor. Because each half of the third row seat weighs upwards of 40 lbs, this is no small task. With the third row in place, there’s only 16.9 cubic feet of luggage space, not nearly enough for the seven or eight passenger capacity of the Escalade Hybrid.
Driving the Escalade Hybrid is a pleasure. A 6.0-liter V8 gasoline engine provides most of the propulsion, with 332 hp and 367 lb-ft of torque on tap. Add in the electric motor with two-mode continuous electric ratio hybrid transmission with four fixed gears, and you’ve got a smooth riding, enthusiastic machine. Sure, the gas-only Escalade is a little faster, but the Hybrid does not disappoint. And it can run in electric-only mode at low speeds, which is completely silent and very cool. Escalade Hybrid is remarkably composed around curves and on rough surfaces, and is a positive locomotive on a long road trip.
As the only hybrid-powered full-size luxury SUV on the market, it’s tough to come up with comparisons for Escalade. GM also produces the GMC Yukon Hybrid and the Chevrolet Tahoe Hybrid, less luxurious takes on the same platform that are somewhat less expensive. Other full-size luxury SUVs to consider include the Lexus LX 570, Infiniti QX56, Land Rover LR4 and Lincoln Navigator — but none of them will deliver Escalade Hybrid’s fuel economy numbers.
For now, the Cadillac Escalade Hybrid really is the Cadillac of hybrid-powered full-size luxury SUVs.
2011 Aston Martin One-77 Supercar
2011 Aston Martin One-77 Supercar
The One-77 is Aston Martin’s definitive sports car, one that epitomises everything Aston Martin from technology, the hand-craftsmanship of the hand rolled aluminium panels to the attention to detail. A culmination of all the marque’s know-how, the One-77 delivers effortless beauty guaranteed to stir the senses with performance potential eclipsing any previous Aston Martin.
For Aston Martin’s Chief Executive, Dr Ulrich Bez, revealing the One-77’s secrets is a proud moment: “Right from the very beginning of the project the vision for One-77 was very simple: It had to combine high-technology with hand-built craftsmanship, and demonstrate the unique capabilities and passion of our designers, engineers and technical partners.
“Quite simply it had to be the ultimate expression of Aston Martin. As you can now see, we have achieved that goal in magnificent style.”
Chris Porritt, One-77 Programme Manager continued: “We wanted to create something that wows you as much when you see what’s under the skin as the exterior styling itself. We started by identifying the most technologically exciting front-engined, rear-wheel drive cars in the world: those from the DTM race series. We then applied the principles and technology that feature heavily in their design and translated it to a road car application.”
Consequently the One-77’s structural core is a lightweight and immensely rigid carbon fibre monocoque. Conceived and designed at Aston Martin’s Gaydon HQ, the monocoque, or ‘tub’, has been built in partnership with Multimatic (MTC). As world leaders in carbon composite technology, advanced vehicle analysis and dynamic simulation, MTC brings unrivalled specialist capabilities to the exacting challenge of the One-77 programme.
Employing the classic formula of double wishbones at each corner, the One-77 features inboard suspension front and rear, with pushrods employed to transfer vertical suspension movements to the horizontally mounted spring/damper units. A practice taken directly from racing car design, the main advantages of inboard suspension are a reduction in unsprung weight and the ability to package the suspension components more effectively.
The dampers are fully adjustable and feature advanced Dynamic Suspension Spool Valve (DSSV) technology; a world-first for a road car application. These special valves are state-of-the-art even at the highest levels of motorsport, and use high-precision machined components to enable the shock-absorbing characteristics of the damper to be changed without having to remove them from the car, as is the norm.
Underlining the truly bespoke nature of the One-77, once delivered to its owner, the car’s suspension characteristics will be precisely set-up by Aston Martin engineers to suit their exact requirements, from settings suitable for the ultimate long-distance GT, to a machine capable of conquering the Nürburgring Nordschleife.
While functionality and efficiency are paramount in the design and construction of the One-77’, so too is aesthetic beauty. To this end every single component has been crafted from the finest materials with absolute attention to detail. From the mesmerising weave of the glossy carbon fibre tub and the abstract, sculptural beauty of the dry sump’s oil reservoir, to the unerring precision of the billet machined aluminium suspension mounts, the One-77’s rolling chassis is an automotive masterpiece.
Of course the irony is that the vast majority of these exquisite components will be hidden from view in the finished car, yet each and every piece is a work of art in its own right. It’s this extraordinary workmanship and money-no-object commitment to quality that makes the One-77 unique.
Naturally, such a spectacular chassis demands – and gets - an equally exceptional drivetrain. It comes in the form of an immensely potent 7.3-litre, naturally aspirated V12 engine. Thanks to the adoption of a dry-sump oil system the engine is mounted 100mm lower than in any previous V12-engined Aston Martin road car, which helps keep the One-77’s centre-of-gravity as low as possible. To further aid agility and endow the One-77 with progressive handling and stable, predictable on-limit behaviour, the engine is also mounted 257mm aft relative to the front wheel centreline. In so doing the front-mid-engined layout shared by all of Aston Martin’s current road car range has been taken to a new level.
The One-77’s magnificent power unit is an extreme evolution of the 6.0-litre V12 engines fitted to the DBS, DB9 and new V12 Vantage models. Like the collaboration with MTC for the build of the chassis, Aston Martin has chosen a world-leading partner with which to develop the motor: legendary engine builders, Cosworth. It has proved to be the perfect collaboration, as Chris Porritt explains.
“Our brief to the engine team was for them to take the 6.0-litre V12 as far as it could go, both in terms of output and weight reduction. The targets were a power output of no less than 700bhp with a 10 per cent reduction in engine mass. Incredibly, the Aston Martin and Cosworth engineers achieved a mass reduction of some 25 per cent, and although we’ve yet to complete the final engine calibration work, I’m confident we’ll see in excess of 700bhp. It’s an awesome accomplishment, but one that’s typical of the One-77 project, for it has consistently brought out the very best in everyone involved.”
Wearing Pirelli P Zero Corsa tyres (255/35 ZR20 front, 335/30 ZR20 rear) developed specifically for the One-77, all 700+bhp is transmitted to the road through the rear wheels via a new six-speed gearbox. Controlled via column-mounted paddles behind the steering wheel, this robotised sequential manual is a new generation of Aston Martin’s familiar transmission. Though it is made specifically for the One-77 and features specially strengthened internals to cope with the tremendous power and torque, the lessons learned in its development will ultimately find their way into the company’s series production models.
2012 Land Rover Range Rover Evoque Photo Gallery
2012 Land Rover Range Rover Evoque Photo Gallery
Unlike any Land Rover before it, the LR2-based Evoque is so sopping with sport, style, and urban appeal that venturing off-road seems almost inappropriate. But trust me, it's not. According to Land Rover, the Evoque is as capable off-pavement as the LR2, thanks to similar ground clearance, approach and departure angles, break-over angle, and maximum wading depth. Further, Land Rover says the Evoque is not too far behind the capability of the Range Rover Sport, which offers a true low range.
Inside, the Evoque treats with a handsome, smartly laid-out cabin. Except for Dynamic and Prestige trims, which are available in a choice of stimulating interior colors, the ambiance of the Pure trims is somewhat reserved, as in tasteful but not flashy. As it should be with a rig that starts at $50,020, standard equipment is extensive, including a power tailgate, Bluetooth phone and audio, 380-watt Meridian audio, leather seating, 19-inch wheels, pushbutton start, and six airbags. Among the many options are Xenon headlamps, a five-camera surround-view system, 825-watt Meridian audio, navigation, and 20-inch wheels
Output from the Ford-based DI 2.0-liter turbo is smooth and plentiful, negating any thought of needing a six-cylinder. Its partner, an Aisin six-speed automatic with paddle shifters, is seamless and responsive, and efficient enough to return fuel economy of 19 mpg city/28 mpg highway. Never has a Land Rover been this fun and enthralling. For a vehicle that is so competent off-road, its on-road prowess is truly impressive.
At the test track, the Evoque's decreased mass equaled more speed and agility. The 240-horse, 251-pound-feet Evoque two-door needed 7.0sec to reach 60mph and 15.3sec at 91.0mph to complete the quarter mile. Wearing sizeable rubber , the Evoque hung on for 0.82 g worth of lateral grip and completed our figure 8 in 27.7 sec @ 0.64 avg G. From 60 mph, the 2-door Evoque comes to a halt in 125ft.
Whether two- or four-door, the Evoque is destined to be a big hit for Land Rover. It melds an alluring, sturdy facade and smart, tech-laden interior with a robust, efficient powertrain and a rewarding, all-conquering chassis. Eliciting stares and cheers with the same ease that it dominates mountains and deserts with, the Evoque is indeed a rock star.
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