Thursday, 26 April 2012

Ferrari FF and Bentley Continental GT on the Silver Land

 On the Silver track.......

We come from the north, the brogue and the moccasin in the land of the bearskin boot, a southwards plunge through pine forests, chased by plumes of vortexing snow whipped up in our wake.

Neither time nor distance have any meaning out here. This is Sweden, and it's huge. It has its own pace and rhythm, and you get where you're going by being patient. You can't rush Sweden.
4RM has earned the FF its place here. Ferrari's first-ever 4x4 has no mechanical link between the front and rear axles; instead, power for the front axle is taken from the forward end of the engine crank, re-geared and fed through a pair of clutches. In total, the two front wheels can handle up to 30 per cent of the V12's 651bhp and, if the occasion demands, one wheel can handle 195bhp.
The Bentley is more conventional, but where the torque-sensing centre diff previously distributed the W12's force equally fore and aft, the new model gives the rear wheels responsibility for 60 per cent of the work. Unless, of course, there's some slippage, in which case some electrical toing and froing means almost all the torque can be sent either way.
There is slippage. In two days of solid driving, our wheels don't touch tarmac. The Swedes don't grit, salt or otherwise treat their roads, they simply rely on the right equipment. Studded tyres and light pods that beam Close Encounters-style over brows and through trees. Our 4x4 grand tourers have neither of those things. We have soft leather hide, widescreen satnavs, rear DVDs, killer sound systems, mood lighting and butler arms that genteelly hand you the seatbelt when you clamber in. In short, we have luxury and technology in an environment designed to punish and break such needless fripperies.
The sheer comfort means I feel like I'm watching Sweden spool through the windscreen without actually being here, the separation between life out there and life in here is so vast. I choose to remind myself occasionally, opening a window and letting -10 degrees suck the life out of +22.5 degrees. But this is what a grand tourer should do, isn't it? Stomp majestically, effortlessly onwards, unphased by its surroundings, dismissive of the road conditions.
The Bentley is especially good at this. It's more muted than the Ferrari: the engine woofles and rumbles, the ride is gentle, the noise levels low. It takes me a while to realise this is chiefly due tothe road surface. The semi-compacted snow is like driving on a duvet, absorbing almost all tyre noise. As far as ride and refinement go, it doesn't get much better than this, and the Conti GT is loving it. It whumps up to speed and sits there contentedly for hours on end until I get bored or the tank empties.
The speed doesn't vary because the scenery doesn't change. Northern Sweden looks precisely like mid-Sweden. It doesn't have the high-altitude drama of the Alps, nor the sweeping majesty of the Scottish Highlands. It's humbler than that, like most of it could be conquered in a pair of stout walking boots. But that, it doesn't take long out here to realise, would be a foolish (and possibly fatal) enterprise.
Sweden has bite, not through its height or slope angle, but its remoteness. We drive for hours and, aside from the road, see scant evidence of life. So much so that I start to take comfort from the small things: the welcoming closeness of the endless trees, watching the spindrift glow red in the rear-view mirror when I hit the brakes.
And through it all, the milky-white road curves onwards: no need to change gear, barely a village to interrupt the flow. Village is the wrong word for these huddled habitations though. People might be living in proximity, but each of these russet-red clapboard houses, buried up to the windowsills in snow, seems isolated. These are settlements, nothing more.
Bet those dwellings are snug inside. The soft lighting that glows out through uncurtained windows suggests as much, as does the curl of smoke from chimneys. Isolated they may be, but these are the sort of doors you could knock on in the dead of night, if, say, you'd beached a Bentley on a snow bank, and be assured of a shovel and a helping hand.
Earlier, at a fuel outpost, I'd been advised to screw the towing eyes into the cars, just in case. I'd also been warned about elk. Apparently the nice, firm snow banks either side of the road are perfect moose-y mattresses. Other than the landscape itself, they're one of the few hazards out here. I'd be hard pushed to crash into anything else as solid as an elk - the trees rarely stray close enough to the road, kept at bay by the mounded snow.
The main hazard is me. Earlier, the 80kph speed limit had looked impossible to breach, but now, utterly gobsmacked by what a set of winter tyres is capable of, speeds have risen somewhat, and the cars start to move around on the snow. Even with the manettino pointing at the snowflake, the Ferrari is fabulously exploitable. You can use the torque, feel the front wheels nibble at the available grip so accurately, and know that if you overdo it, it'll be the back that loses traction first.
You can play with the Ferrari in a way you can't with the Bentley. Weight distribution is the Conti's undoing. The twin-turbo W12 is slung out ahead of the front wheels, and, if you fail to be mindful of that, it will drag you nose-first into the scenery. But get the front wheels hooked on line, and you can use the torque crescendo to bring back neutrality - under power, it feels almost as rear-biased as the FF.
Later, for comparison, we try the Ferrari on studded tyres and the Bentley on normal summers. The Ferrari is yet more positive and grippy, actually digging into the surface; the Bentley is practically undrivable. I barely make it out of the car park - 40kph is plain terrifying, and the Conti requires a tow to make it to the ice lake. Once there, it slithers straight into the scenery, while the FF with studs provides one of the all-time great motoring experiences: all wheels spinning, sliding around like a WRC car, V12 yelping. I fall in love with Ferrari's ultra-versatile shooting brake all over again.
But I digress. On their winter tyres, our luxury cocoons hauled through Sweden with ever-increasing ease, past an Ikea catalogue of names: Storuman, Skarvsjoby, Lovberga, Krokom. For this drive, over these distances, it was the Bentley's gentle mannerisms that fitted Sweden better - it had greater natural affinity for its environment, did the distance stuff so well, wasin no way the hippo on ice I'd feared it might be.
Kall lies right in the centre of the Scandinavian peninsula. We arrive at night, edging into a car park full of stuff I can't wait to drive. Yet I can't believe any of them will impress me as much as this opulent pair has through this alien landscape. Out here, where the answer to the cold is thicker gloves and the fastest route between two points is a snowmobile, it's hard to imagine the question that would have this Bentley or Ferrari as its answer. But this adventure didn't need justification, it just needed to be done.
The whole journey has covered by BBC Topgear.

Sunday, 22 April 2012

Lamborghini SUV

This is the  Lamborghini’s SUV......!.......!!

yes it is true ,the original lamborghini SUV .Can't get enough of the new Lambo SUV? Need something that signposts your utter contempt for fellow man? Want to drive in the tyre treads of Colonel Gadaffi, Pablo Escobar, Tina Turner, Hunter S. Thompson, Saddam Hussein's son Uday and Sylvester Stallone? You need an LM002.
Styled with little more than a ruler and a tea break, the brutalist aluminium-panelled SUV was the result of an aborted - and wholly incongruous- military vehicle project.

The Italian firm threw together a rear-engined Chrysler V8-powered off-roader, with a view to flogging it to the US military. Only it was rubbish. The Americans promptly destroyed all the test mules and poured money into Hummer's coffers instead.
Unperturbed, Lambo had a re-think. It turned out that the posterior engined layout -a mainstay of its sports cars - engendered truly shocking handling, so it bunged the engine in the front. Then the engineers realised that they actually made a pretty decent engine themselves, so they threw away the Chrysler lump and dropped in a 5.2-litre Countach V12.
De-mobbing continued inside; its austere warzone-spec interior was lavished with all manor of Italianette frivolity. State-of-the-eighties luxe included leather seats, tinted electric windows, air conditioning and hoofing great big stereo mounted in the roof. And then they put on a set of colossal Pirelli Scoripon tyres - specially commissioned with custom run-flat treads, fitted in readiness for its launch in 1982.
The result was a biblically thirsty SUV with its crosshairs settled firmly on the Middle Eastern market: its bespoke tyres could be specced for mixed use or sand-only, the radiator was enormous and Lambo fitted a huge large air filter, which made it perfect for thumping hither, thither and yon between oilfields.

If you had the Riyals you could even spec a super-hot version called the L804. It got a 7.2-litre marine V12, which was ordinarily fitted to Class 1 (read: really bloody fast) offshore powerboats.
If you see any of the 301 LM002s in the wild, you should check the roof. If there’s an opening flap over the back seats it could be one of the 100 LM002s President Gaddafi ordered for the Libyan army. You won’t be able to spot Saddam’s son’s, though – the American military merrily blew it up in 2004 during a test exercise to simulate the effects of a car bomb. Yes. A "test exercise". This is BBC topgear news.
DREAMWHEELS view : rare people know about the  lamborghini's SUV. It is Massive SUV which has made for war and ruff and tough drives. It is made   for real hunks .From the front view , the headlamp and grill is not much impressive but it is fine because it is 1986 born. The side view give it the full marks. If you think it is old style SUV then watch it.......

The new Lamborghini Urus SUV

After Porsches, Maseratis, Bentleys and Alfas its Lamborghini’s turn to take the wraps off its latest SUV. Now we know that Porsche gets all the credit for being the first one to take a plunge into the SUV business but sorry Porsche, Lamborghini did it first with the LM002 in 1986. Now almost two and a half decades later, here Lamborghini is with another SUV, which is particle, and should let you have a good family time with the wife and kids. We can just imagine what the designers must have gone through to make this new SUV.

Thursday, 12 April 2012

Special edition Ferrari 458 Italia

"The Ferrari with Dragon Tattoo"

Special edition Ferrari 458 Italia announced.....

Ferrari is celebrating 20 years in China with a new exhibition and a new supercar.

Twenty years ago, a Beijing-based customer made history by placing an order for a 348 TS; the first-ever Ferrari headed for China. This set into motion a chain of events that lead us to the Ferrari PrancingDragonHorse you see before you.

Except it's not called PrancingDragonHorse. It's a limited run of 458s headed exclusively for China, liveried in a brand new colour called ‘Marco Polo Red', and featuring a huge black and gold stripe running down the middle and a huge dragon on the bonnet. Just 20 will be built, and the inspiration apparently came from the ‘longma' theme, translated as "the vigour and spirit of the legendary dragon-horse'.
Along with this dragon-based stripe, Ferrari has decked the wheels and aeroelastic winglets in a gold finish, and has embroidered the seat head rests in gold too. The start button is inscribed with Chinese characters for ‘start', while a special plaque demonstrating its exclusivity ("20th anniversary special edition") adorns the dashboard.
Sadly though, there is no dragon-horse hybrid sitting beneath that stripe, so the Chinese will have to make do with the 458's, ahem, ‘standard' 570bhp 4.5-litre V8 and a 0-100kph time of 3.4 seconds. We suspect they'll cope.

So what do you think, readers of Is 2012 the Chinese Year Of The Tasteful Special Edition or the Chinese Year Of The Ill-Advised Aftermarket Decal And Wheel combination? This is BBC topgear news.

Wednesday, 11 April 2012

Dodge SRT Viper

Dodge exposes SRT Viper in New York

 After months of teasing and gossip, Dodge has just whipped the covers off its most important performance car of the decade - the Viper. And it's all grown up. The 2013 SRT Viper is all-new, from front-to-back and top-to-bottom, from the lightweight carbon-fiber roof right down to its road-scorching wheels. It features less weight, stiffer chassis, a more powerful engine, beefed-up close-ratio transmission, more powerful brakes and new electronic technology. It's all wrapped in aggressive exterior styling with gorgeous interior design, materials and appointments to make Viper more comfortable and capable, better riding, more agile and faster accelerating to a higher top speed.

Well, sort of. There's still an aircraft carrier-length bonnet atop a massive V10 engine, cab-back driving position and a side-exit exhaust. So far, so enjoyably juvenile. But the latest iteration's lighter, stiffer, more advanced, easier to drive and also sight more pleasant inside.

There's a carbon fibre bonnet, roof and boot lid, which has whittled weight down to 1455kg, some 55 kilos lighter than the old car, and a huge 50 per cent stiffer. And there's an upgraded version of Dodge's 8.4-litre V10 producing - in basic form - 640bhp and 812.5Nm of torque. That makes it the torqueiest naturally aspirated engine to be fitted to a sports car... ever.
The engine's all-aluminium block's been strengthened, and it gets a lighter intake manifold and a re-jigged version of the Tremec six-speed manual. Not cutting-edge tech, but a huge lunge forward for the Viper.

The characteristically playful handling from decades of Vipers has also been scrutinized. The regular car gets uprated Bilstein dampers, while the more race-focused GTS model gets a two-stage adjustable ‘Damptronic' system that you can switch from ‘Street' to ‘Track' setting.


Thursday, 5 April 2012

Jaguar F-Type

Greeting to the Jaguar F-Type

           "Jaguar's sporting heart will beat stronger than ever before in the F-TYPE. Its development is a vivid representation of the confidence and ambition of the Jaguar brand, and our desire to produce a world-leader in a market segment that we have been absent from for too long. But no longer – the F-TYPE is coming." By Adrian Hallmark the  Global Brand Director, Jaguar Cars Limited.

Remember the Jaguar C-X16? That gorgeous, compact sports car that gave a passing nod to the E-Type? Well, good news because Jag is going to build it, and will call it... the F-Type.
Yes, 37 years after the E-Type disappeared, Jaguar is building a spiritual successor. And it's building it in Britain, which is great news for the Castle Bromwich factory.
At the moment, details are a little sketchy because it's not due to go on sale until mid-2013, but we do know it will appear as a canvas-roofed convertible first and virtually unchanged from the C-X16 concept car. Other than the missing roof, obviously, and some minor aero tweaks like a pop-up spoiler.
It's also going to be the most focused Jag yet. Think XKR-S scale of things. Which might seem a bit of a paradox, given that convertibles aren't normally associated with hardcore driving, but for various engineering and launch-timing issues, Jag is going down this route. A coupe will follow, though, so don't panic.
Engines are also unconfirmed at the moment, but expect to see an all-new 3.0-litre supercharged V6 from launch, pushing out between 360-380bhp, as well as some Jag-developed four-cylinder motors from 2015. The concept had a hybrid in it, but this is a fair way off production reality - JLR is concentrating on getting that into the Range Rover first.
All these engines will be mated to an 8-speed auto gearbox, but Jag is remaining cagey about other transmissions. When we asked whether a manual would come, given how Jag wants the F-Type to be a focused sports car, the question wasn't denied. Read into that what you will.
Price? No specifics yet, but it'll sit between Porsche Boxster S and 911 Cabriolet, which means that it should be good value, given the power figures are closer to 911 than Boxster.
 Jag needs this car. It's not a replacement for XK, and Jaguar needs a halo car to reflect the sports car heritage. The XK is too soft for that. As Adrian Hallmark, Jaguar Global Brand director, said: "Without a sports car, Jaguar
 is not Jaguar. It's like Porsche would be without a 911."

BMW i8 Concept Spyder

BMW i8 Concept Spyder revealed ..................... 
Unleash electricity with BMW eDrive.

After  the exciting appearance of BMW vehicles in the movie Mission Impossible: Ghost Protocol in December 2011.But the i concept got much fame then the movie .Now BMW i proudly introduces the BMW i8 Concept Spyder. The combination of intelligent, lightweight design and cutting edge BMW eDrive technology imbues this new model with genuine sports car performance, yet its fuel consumption is no greater than that of a small car.
It'll be unveiled at this year's Beijing auto show later this month and is, as you'd imagine, a pretty good sign that Munich's going to give us a drop-top to join the i8 coupe. For those hard of memory, that's the 250kph, 42.5kpl sportster due to land in showrooms come 2014.

The i8 Spyder concept is a little stinted compared to its coupe brother, though. Under the two-section folding roof it's slightly shorter and there's a more compact wheelbase, suggesting its original proportions - based on the splendid Vision EffecientDynamics supercar of 2009 - have been rethunk.

The BMW i8 Concept Spyder is powered by the groundbreaking BMW eDrive technology, consisting of an agile BMW electric motor, innovative battery technology and an intelligent engine management system, coupled with a TwinPower Turbo combustion engine. In a show of unmatched coordination – and due to the car's minimised weight – this two-seated, open-top sports car reaches a combined system output of up to 260 kW (354 hp) while using no more than 3 litres of fuel at 100 km*.

Best of both worlds – the BMW i8 Concept.

The i8 Concept combines the advantages of two different drive systems. As a plug-in hybrid it reaps the benefits of an electric motor and an internal combustion engine for maximum efficiency with maximum dynamics.
At the front axle is the electric motor adopted from the BMW i3 Concept and modified for use in the BMW i8 Concept's hybrid power train, while a 164 kW/220 hp turbocharged three-cylinder petrol engine developing up to 300 Nm (221 lb-ft) of torque drives the rear axle. Together, the two drive units take the vehicle to a governed top speed of 250 km/h (155 mph). Like the electric motor, the 1.5-litre three-cylinder petrol engine was developed entirely in-house by the BMW Group and represents the latest state of the art in conventional engine design. Acceleration of 0 to 100 km/h (62 mph) in under five seconds combined with fuel consumption in the European cycle of under three litres per 100 kilometres (approx. 94 mpg imp) are figures currently beyond the capability of any vehicle powered by a combustion engine of comparable performance. Depending on charging habits and the nature of the route, it is even possible to improve on these figures.
The hybrid concept means that the BMW i8 Concept can also run purely on electric power. The energy supplied by the application-designed battery system installed between the front and rear axle modules to the electric motor at the front axle gives the BMW i8 Concept an all-electric driving range of approximately 35 kilometres (20 miles). The battery can be fully recharged in two hours at a standard power socket.

Driving dynamics.
Thanks to the two drive systems, all four wheels of the BMW i8 Concept can be driven at the same time, similarly to an all-wheel-drive vehicle. This solution combines the advantages of front-wheel drive, rear-wheel drive and all-wheel drive to ensure the optimal dynamic drive configuration as required. Depending on traction conditions and driving situation, intelligent dynamic driving systems ensure maximum energy recuperation without compromising dynamics and stability. This allows very high levels of energy recuperation even in the wet or in snow.


Laser Light. Leading the way to the future.

The BMW i8 Concept is not only fast and extremely fuel efficient, it also leads the way in innovative vehicle light technology.. For the first time BMW introduces as part of the BMW i8 Concept the newly developed Laser Light. Headlights that are more efficient than LED lights, highly flexible, ten times smaller, pleasant to the eye and absolutely safe. By definition, laser lighting is radically different from sunlight, and also from the various types of artificial lighting in common use today. Laser lighting is monochromatic and it is also a "coherent" light source. As a result, laser lighting can produce a near-parallel beam with an intensity a thousand times greater than that of conventional LEDs. Also, the high inherent efficiency of laser lighting means that laser headlights have less than half the energy consumption of LED headlights. Simply put, laser make the BMW i8 Concept even more efficient.
The intensity of laser light poses no possible risks to humans, animals or wildlife when used in car lighting. Amongst other things, this is because the light is not emitted directly, but is first converted into a form that is suitable for use in road traffic. The resulting light is very bright and white. It is also very pleasant to the eye and has a very low energy consumption.
A further feature of laser technology, which has important implications, is the size of the individual diodes. This opens up all sorts of new possibilities when integrating the light source into the vehicle. These size advantages could be used to reduce the depth of the headlight unit, and so open up new possibilities for headlight positioning and body styling.
There are, as you'd imagine, some spurious concepty add-ons. Also included are a pair of electric scooters housed under a transparent tailgate, a camera-based proactive collision warning feature, and the interior can be pre-warmed on a cold morning so it's all toasty and warm when you go to drive it.
But still, look at it. This is definitely a vision of the future we like. 

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