Wednesday, June 30, 2010

2010 Lamborghini Supercar Cnossus Concept - Lamborghini Sports Car

This here is the Lamborghini Cnossus. The Lamborghini Cnossus Concept was designed by Russian student Victor Filipchenko with the help of his Portuguese colleague Nelson Simoes as part of their final thesis project at Italy’s Scuola Politecnica di Design.
2010 Lamborghini Supercar Cnossus Concept
Every Lambo needs a bull theme, and this supercar design study for a supercar concept named after the ancient Greek city of Cnossus (Knossus) on the island of Crete. The designers claim to have been inspired by the Lamborghini Countach, though it is evident that the edgy styling of the limited production Reventon special also played a role in the design of the Cnossus Concept.
 
Presenting a bold vision of what the firm’s future flagship could look like, the concept takes inspiration from Lamborghini models past and present, including the Countach and Reventón.
 
It boasts many classic cues such as telephone-dial wheels lifted from the Countach, scissor doors and gaping air intakes in front of the rear wheelarch. At the rear, the thin strip of LED lights with inverted arrows at the end is a clear nod towards the Reventón’s jet-fighter theme, while the diffuser looks more like something you’d find on a Le Mans prototype racer than a road car.

Harley Davidson Sportster Review

Harley Davidson Sportster

Harley-Davidson Sportster is the longest continually produces motorcycles in the HD lineup. Harley Sportster XL first, with 55 cubic inch, four-stroke engine and four-speed transmission, introduced in 1957. He replaces K Flathead Harley motorcycle and was built in response to Japanese and British bikes are flooding the U.S. market at the time.

The next year, HD Sportster XLH introduced with higher compression and larger valves. This initiated the Sportster evolution that has seen many performance upgrades over the years while maintaining Styling, Sporty same signature. Until 2007, the Sportster is easily recognized by peanut fuel tank signature. In the same year, Harley-Davidson Electronic Sequential Port received HD Fuel Injection, the last of the line of Harley to switch equipped with a carburetor.

The Harley-Davidson Sportster is available with two different engine sizes, Sportster Sportster 883 or 1200, and each model has three variations, low, custom, or by treatment of iron blackened Nightster 883 or 1200. Sportster Motor Company is powered by a rubber-mounted 883cc or 1200cc Evolution V-Twin engine mounted in a frame, narrow nimble. With a low sticker price and easy handling characteristics, the Sportster is often used by motorcyclists entry level and is the gateway to the ownership of the Harley-Davidson motorcycle.

Harley Davidson Sportster Review

Harley Davidson Sportster

Harley-Davidson Sportster is the longest continually produces motorcycles in the HD lineup. Harley Sportster XL first, with 55 cubic inch, four-stroke engine and four-speed transmission, introduced in 1957. He replaces K Flathead Harley motorcycle and was built in response to Japanese and British bikes are flooding the U.S. market at the time.

The next year, HD Sportster XLH introduced with higher compression and larger valves. This initiated the Sportster evolution that has seen many performance upgrades over the years while maintaining Styling, Sporty same signature. Until 2007, the Sportster is easily recognized by peanut fuel tank signature. In the same year, Harley-Davidson Electronic Sequential Port received HD Fuel Injection, the last of the line of Harley to switch equipped with a carburetor.

The Harley-Davidson Sportster is available with two different engine sizes, Sportster Sportster 883 or 1200, and each model has three variations, low, custom, or by treatment of iron blackened Nightster 883 or 1200. Sportster Motor Company is powered by a rubber-mounted 883cc or 1200cc Evolution V-Twin engine mounted in a frame, narrow nimble. With a low sticker price and easy handling characteristics, the Sportster is often used by motorcyclists entry level and is the gateway to the ownership of the Harley-Davidson motorcycle.

ada motor baru lagi dari honda

Monday, June 28, 2010

Modifications Kawasaki Ninja 250 Touring Bags and Boxes


Modifications Kawasaki ninja 250 touring bags and boxes

Modifications Kawasaki Ninja 250 Touring Bags and Boxes


Modifications Kawasaki ninja 250 touring bags and boxes

lorenzo

BMW M3

BMW luxury cars have not always been popular candidates for modified car projects, but with the horse power wars between the top German car manufacturers of the last few decades, they have become quite popular with aftermarket car tuning houses such as Geiger and Reiger. As a result you'd always find the latest BMW cars, such as the BMW M3 and the other BMW 3 Series models at custom car shows.

Below is our gallery of some of the hottest BMW cars from different custom car shows...


Widebody BMW M3 by Siebon International at the 2008 SEMA Show

Sunday, June 27, 2010

yamaha







Yamaha Vixion Drag Concept

Yamaha Vixion Drag Concept
Yamaha Vixion concept with a light drag

Vixion specifications:
pretentious front: upside down
custom swing arm
custom body
custom exhaust

Yamaha Vixion Drag Concept

Yamaha Vixion Drag Concept
Yamaha Vixion concept with a light drag

Vixion specifications:
pretentious front: upside down
custom swing arm
custom body
custom exhaust

Saturday, June 26, 2010

Kicherer foil-wraps Mercedes-Benz SLS AMG, gives it 620 HP

Kicherer SLS AMG Black Edition

The Mercedes-Benz SLS AMG is an attractive and classy high-performance aspirational vehicle. Naturally, the tuner parade will seek to make improvements, regardless of necessity. In lieu of a works AMG Black Series, Kicherer has elected to create its own "Black Edition."

The neo-Gullwing is wrapped in matte black foil and gets blacked-out badging and grillework, a lip spoiler, and tweaked rear bumper details. Oh, and let's not forget the black wheels that look as if they came off the rack at your local tire store. Awful. Still, we're sure the valets at the Mall of the Emirates will be ecstatic.

Under the skin, Kircherer re-flashes the Benz's ECU, then adds a new exhaust system and adjustable suspension. Power output is supposedly elevated to a brawny 620 horses. We'll take that extra muscle and leave the tediously predictable appearance mods to others. Kicherer's website doesn't have any pricing info posted yet (as if you care, anyway). It does have techno music, though. Fist pumps all around.


[Source: WCF via Carscoop]

Lamborghini builds 10,000th Gallardo

10,000 Lamborghini Gallardo

Italophiles, take note: Lamborghini has announced it's built the 10,000th Gallardo. Naturally, the supercar manufacturer is pleased with this performance, pointing out that the now ubiquitous Gallardo is officially the most successful model Lamborghini has ever created. Says Stephan Winkelmann, President and CEO of Automobili Lamborghini.:

The Lamborghini brand is extreme, uncompromising and Italian, and the Lamborghini Gallardo has played an exemplary role in defining and delivering our brand reputation into our worldwide markets. Today Lamborghini is represented in 45 countries by over 120 dealers, with the strength and presence of the Gallardo product playing a significant role in the growth and recognition of our brand.

We feel obligated to point out that such success in the marketplace is something of a double-edged sword for Lamborghini. One reason exotic machines from manufacturers like Lamborghini have been so revered in the past is due to their rarity and exclusivity. One the flip side, small-scale automakers simply cannot continue to compete on a global scale without runaway success stories like the Gallardo.

That said, feel free to click on past the break as Lamborghini recounts the history of its Gallardo and to find out where lucky number 10,000 is headed.

[Source: Lamborghini]

Lexus recalls HS250h over risk of excessive fuel leakage

2010 Lexus HS250h


Back in the 1970s, the Ford Pinto was the focus of many headlines due to a fuel tank issue which caused excessive amounts of gasoline to leak during a rear-end collision. Now, three decades later, Lexus is having a similar problem with its HS250h hybrid, and has filed a report with the National Highway Traffic Safety Administration to issue a voluntary recall of these vehicles. Up to 17,000 of the luxury hybrids are affected.

In the case of the HS, excessive fuel leakage occurred during rear-end collisions at speeds of 50 miles per hour. We don't need to remind you about the dangers of excessive fuel spillage, but let's just say that the end result can be very, very bad.

As of this writing, Lexus has not advised NHTSA about what steps will be taken to fix the defective HS models.


[Source: Lexus]

Yamaha Siapkan Sepeda Motor Injeksi dan Listrik

Yamaha YZF R1 2007


Wallpaper Yamaha YZF R1 2007

Yamaha YZF R1 2007


Wallpaper Yamaha YZF R1 2007

Friday, June 25, 2010

First Drive: 2011 Mazda2 puts fun before frugality

2011 Mazda2



Mazda says there's a little bit of Miata in everything it does. While it's easy to chalk that up as marketing frippery, when the automaker launched the Little Roadster That Could back in 1989, it proved that great things can come from a machine developed to be simple, reliable and driver-focused. Even now, none of Mazda's wares offer class-leading fuel economy or practicality, but they've proven to be some of the best drivers in their segments. And as enthusiasts, it's easy to exchange a bit of functionality for a larger helping of fun.

Now, Mazda hopes to achieve this same sort of positioning within the B-car segment – a class that's grown substantially in America and is projected to double in size within the next few years. The 2011 Mazda2 comes to town right on the heels of its sister car, the Ford Fiesta, but as we found out after a lengthy drive through the city of Montréal and the countryside of Canada's Québec province, it's a wholly different machine. And while the Fiesta is sure to provide some serious competition for the 2, there are plenty of other well-to-do B cars in the U.S. that are ready to be sized up against the minuscule Mazda.

If you only look at the stats, you wouldn't think Mazda has positioned the 2 to be anything overly special. Not only is it the least powerful car in its segment, but it doesn't offer some of the clever technology or unique packaging to make it stand out from its kin. But Mazda is immensely proud of the new 2, and though we looked on with skeptical faces, the people in charge simply told us that the little hatch's story is best told on the road. So let's get to it.

Like the Ford Fiesta, the Mazda2 isn't a new car – it's just new to us (or U.S., as it were). The 2011 model is the mid-cycle refresh of a car that's been immensely popular overseas, so much so that it won the World Car of the Year award in 2008. In reshaping the 2's design, Mazda wanted to break away from what it calls the "mini-minivans" of the world – cars like the Honda Fit that have tall greenhouses and expansive windshields. Instead, the automaker opted for a more coupe-like design (its description, not ours) with muscular front fender arches and a pronounced shoulder at the rear. Mazda's corporate face is nicely integrated on the 2, and we're glad it's not as overdone as the maw on the larger 3. The 2's face is extremely similar to that on the current MX-5 (ahem), but it still reminds us of shoving orange wedges into our mouth during our elementary school lunchtime.

Simple design cues like the swooping beltline, raked rear hatch and short overhangs drive home the point that its main purpose is to provide driver enjoyment before anything else. The 2 shares the Fiesta's 98.0-inch wheelbase, but the overall length is only 155.5 inches – 4.6 inches shorter than the five-door from Ford, and while this reduction in length hurts the 2's overall cargo capacity, it makes for a crisp, chic design.



While we're on the topic, we asked Dave Coleman, Mazda's product development engineer, exactly how much of the 2 is shared with the Fiesta. Obviously, the platform is the same, and while there are many interchangeable parts found on both cars, Coleman tells us that only three parts are exactly identical, although he wouldn't share exactly what they are. Truth be told, we were expecting the 2 to be more closely tied to its Ford brethren, and if we're honest, it only improves Mazda's business case for the car. This simply isn't another rebadge job.

Mazda's offering its diminutive hatch in two flavors – Sport and Touring – and in total, there are only four different configurations: one engine, two trims, two transmissions, no individual options (though there will be a raft of dealer-installed accessories for those who want to stand out). Starting at a base price of $13,980 (including $750 for destination and delivery), Sport models ride on 15-inch steel wheels wrapped in 185/55 Yokohama Avid tires, while the Touring model swaps the steelies for a handsome set of eight-spoke alloys, still measuring 15 inches in diameter. The Touring rings in at $15,435, and a fully decked-out 2 will set you back a cool $16,985 when all is said and done. That isn't too bad, and positions the 2 nicely below the larger Mazda3 sedan and hatch, a car which has an average transaction price of $19,364, according to Mazda's number crunchers.



Inside, the 2's cabin is a toast to simplicity and intuitiveness. Granted, the design is a bit bland, and we can easily see how a smattering of aluminum accents here and there would spruce things up. Still, the interior is a big step away from what you'll find in the Fiesta, and though the Ford's cockpit is more comfortable and comes packing more tech-rich amenities, that extra kit comes at a price. Notice the (cough, cough) MX-5-spec steering wheel, the console-mounted shifter (with a very Miata-like stubby shift knob on manual models), and easy-to-read gauge cluster – things you'd expect in a car that isn't trying to impress you with bells and whistles.

Mazda's focus on keeping cost down does leave us with some quaffs about overall refinement, however. Some of the dash plastics feel cheap and clunky, and those front seats are severely lacking not only support, but overall comfort. The driver's seat is adjustable in six different ways, which allows for a relatively good seating position, but Mazda's omission of a telescopic steering wheel deserves a demerit, especially for short-legged drivers.



Where the 2's squat dimensions really take their toll, however, is cargo capacity. Even with the rear seats folded flat (well, almost flat), there's only 27.8 cubic feet of space. A Honda Fit can schlep 29.5 more cubic feet of haulables (here's to you, Magic Seats), and even the Nissan Versa and Suzuki SX4 are capable of carrying more goods. Could you fit a bike or a full load of groceries in the back of the 2? Of course. But if capaciousness is your thing, best to look elsewhere.

Keep in mind, however, functionality isn't the Mazda2's forte. Where the deal really gets sweet is from behind the wheel. Under the hood is a 1.5-liter inline-four, and while output is only rated at 100 horsepower and 98 pound-feet of torque, don't let the meager numbers lead you to believe the four-pot isn't a total workhorse. When we drove the Fiesta earlier this year, we noted that the hatch could definitely benefit from an additional 10 or 15 horsepower, especially in the low end of each gear. But the Mazda, which is down by 20 ponies compared to the Ford, feels quicker and is more willing to – please forgive us – Zoom-Zoom when mated to either transmission. Chalk one up for Mazda's engineering team.

Speaking of transmissions, you may be a bit curious about Mazda's choice to offer a four-speed automatic rather than the five- or six-cogged auto-boxes becoming standard practice across the automotive landscape. Mazda knows that not offering a six-speed automatic will hurt the 2 in terms of fuel economy (not to mention marketing), but the engineers are confident that using a four-speed with taller ratios and fewer instances of gear hunting will keep the car feeling spirited and more enthusiastic on the road.



We drove both transmissions, and while we definitely prefer the manual with its nicely executed shifter and easy to modulate if somewhat vague clutch, the four-speed slushbox isn't as ancient-feeling or out of place as you might think. After all, when you're only dealing with 100 horsepower, its best to keep the engine revving in the heart of the powerband, and having fewer gears allows this to happen with ease. As we mentioned, fuel economy takes the biggest loss here, as auto-equipped 2s only muster up 27 miles per gallon in the city and a modest – more the class – 33 mpg on the highway. The five-speed manual models don't improve those figures by much, offering 29/35 mpg. In a time when 40 mpg is becoming the new standard for small cars, this is sure to hurt the 2's appeal to consumers shopping across the segment. But as Mazda told us, the real attractiveness shows itself during the test drive.

Like the majority of B-segment cars, the Mazda2's suspension employs MacPherson struts up front and a torsion-beam axle out back. Our drive route through the Québec countryside offered up a smattering of both smooth and broken pavement stretches, and the 2 never felt crashy, nor delivered high levels of harshness over the rough stuff. You'll bounce around more in a Honda Fit Sport, and even the Fiesta's suspension feels somewhat stiffer in terms of damping. While engineering the new 2, Mazda was committed to saving as much weight as possible, and managed to cut out a total of 220 pounds versus the previous model sold overseas. Sport models with the manual 'box only tip the scales at 2,309 pounds, which is seriously waif-like in this day and age. This weight reduction not only makes the 100-hp mill feel more powerful when blasting down highways and back roads, but it gives the car a feeling of nimbleness and agility through the bends. A fair amount of body roll is present, but it's better than what you'll get in a Yaris or Versa. A lot better, in fact. Most small cars in this segment are designed to be on their best behavior at lower, city-cruising speeds, but the 2 begs to be driven enthusiastically.



What impressed the most was how the electric power steering matched the feeling of lightness, and Mazda dialed in a lot of driver feedback – a good thing, since a lot of electric racks can feel overboosted, especially at initial turn-in. This isn't Mazda's first crack at EPAS, though – the RX-8 uses a similar system, and we have very little in the way of complaints when it comes time to steer that rotary rocket.

In terms of everyday drivability, the 2 is a charming little whip. The powertrain isn't nearly as buzzy as some of the four-bangers under the hoods of its competition, and even though Mazda's main focus was reducing overall weight, this doesn't mean sound deadening was put on the backburner. The cabin is seriously quiet at speed with minimal wind, engine or tire noise flooding the cabin. It's easily up to the task of long-distance trips, but we might still err on the side of the Fiesta for long hauls, if only for its more supportive seats.



Naturally, we couldn't help but ask about the possibility of a Mazdaspeed2 making its way into production, and while Mazda has teased the idea in concept form, don't hold your breath for the real thing. Sure, the engineers would love to build one, but they're worried that the consumer base just wouldn't be large enough to support it and Mazda thinks there's a possibility that 'Speed3 sales could take a hit. Doubtful, but disappointing nonetheless.

Mazda is hoping to move 20,000 2s annually in the United States, marketing it with the tagline "Zoom-Zoom. Concentrated." The biggest trick will be driving home the fact that the 2 is a driver's car first, and a good all-rounder second. If any brand is going to do it, Mazda has the best chance. After all, unlike the Fiesta, the 2 doesn't need to prove to the world that its parent is capable of making great small cars (take a bow, Mazda3). No, you can't get navigation, ambient lighting, satellite radio or many of the features becoming more important to shoppers, but if you really, truly need these extras, there's a whole world of aftermarket equipment out there. We'd love to own a Fit when it comes time for an Ikea run, but for everyday driving, Mazda's offering is just a bit sweeter. Functionality is nice, but enthusiasts want something better poised to handle the main task at hand – driving.

Ford reveals refreshed 2011 Mondeo with 237-hp 2.0L Ecoboost

2011 Ford Mondeo




Ford of Europe has dropped the first official photos of the refreshed 2011 Mondeo, along with some details on the mechanical updates. The only substantive visual change is a reshaped front fascia with a larger trapezoidal lower grille similar to the Fiesta and the upcoming 2012 Focus, as well as reworked driving lights.

Behind that new grille Ford has added the same type of active shutters the Focus is getting to restrict air-flow at higher speeds or colder temperatures, reducing turbulence and aerodynamic drag.

The rest of the engine compartment is occupied by two new powertrain options, including a more powerful 237 horsepower version of the 2.0-liter Ecoboost inline-four that debuted earlier this year. At 179 grams per kilometer of CO2 emissions, the new Ecoboost will have the same fuel consumption as the lower power unit and 20 percent less than a V6 of similar power. This more powerful unit is likely the one that we will get in the Edge and Explorer for 2011. All of the Ecoboost engines are mated up a six-speed dual-clutch Powershift gearbox similar to the unit that just debuted in the Fiesta in North America.

The second new engine is a reworked 2.2-liter diesel inline-four that now puts out 197 hp, a 12 percent bump from the previous edition. The new Mondeos will will be shown publicly at the Moscow Motor Show in August and go on sale in the fall.