Super Cars Sports Cars Info Site

By John Hartley

Jaguar’s new XK supercar is a stunning looking car, bound to turn heads wherever goes. It has the beauty and sleekness of some of the old Jaguars of the 1960s. Yet like those masterpieces, the real story of the new XK, and what sets it apart from its competitors is what lurks beneath the paintwork.

No, this time it is not some sensational engine, as it was with the XK120, but the fact that the body is made from aluminum - like the new Jaguar XJ.

The idea of using aluminum – Honda started the trend 15 years ago with the NSX, and was quickly followed by Audi with the A8 – is to reduce weight. Honda reduced a lot of weight with the NSX sports car – the body was 40 per cent lighter than if had been made from steel.

Aluminum bodies last longer than steel ones because the metal does not corrode like steel, and they also absorb crash impact well – so they are safe. Now, several auto companies use aluminum for some body parts, but Jaguar is a world leader in making cars from aluminum sheet and extrusions.

There is no doubt that the new car is light. After all it is 300 lb lighter than the previous model, and is actually slightly larger. Not sure why the new car is bigger as the old one is a pretty big car. Here are the figures:

New Jaguar XK 3,513 lb (1,595 kg)

Current XK 3,820 lb (1,734 kg)

BMW 650i 3,778 lb (1,715 kg)

Mercedes-Benz SL500 4,064 lb (1,845 kg)

Compared with these competing supercars the new XK comes out very well. It is 250 lb lighter than the BMW and makes the Mercedes look the overweight fatty it is.

Yes, the new XK is a lightweight, but not in the way that the Lotus Europa S or Elise compete with their rivals. Sure, it is a good deal lighter than old fat 1990s design, but unfortunately Jaguar bosses wanted the car to have all the bells and whistles of a luxury sports car rather than the light weight of a super sports car. These all add weight. And they decided to make the car a bit bigger.

Even so, as a lightweight luxury sports car or supercar, the new Jag will do well. Why? Because it looks terrific - a real show stealer –has good performance thanks to that reduced weight, and handles like a much smaller car.

The engine guys have done a pretty good job of improving the response of the V-8 engine so that the 300 bhp mill gives much better performance than the current model. Once they put the supercharged engine in, the car will surely be a real cracker. And when you park it and look back, you’ll be sold on the Jaguar XK supercar every day of the year!

John Hartley is editor of http://www.fast-autos.com, an online magazine devoted to fast cars and supercars. He has written from many of the world’s top auto magazines, and has written about 10 books about cars and the auto industry, including ‘Suspension and Steering Q&A’ and ‘The Electronics Revolution in the Motor Industry’. He has been writing about fast cars and testing them for over 20 years, and has been involved in race car design, and has also raced cars

Article Source: http://EzineArticles.com

By Michael Russell
The Mercedes-Benz SLR McLaren is inspired by the Mercedes-Benz 300 SLR design. Co-developed by DaimlerChrysler and McLaren Cars, this sports car/super car hybrid can go from 0 to 62 in 3.6 seconds with a bas price tag of $455,500.00 (this includes the $ 3000.00 gas-guzzler tax and $ 2500.00 freight). It is often assumed that “SLR” stands for Sportlich, Leicht, Rennsport (translated as Sport; Light; Racing), but it really means Super-leicht, Rennsport (Super-light, Racing). A new version was presented in 2006 called “Mercedes-Benz SLR McLaren 722 edition”. The “722″ commemorates the 1955 Mille Miglia victory of Stirling Moss and his co-driver Dennis Jenkinson with their Mercedes-Benz 300 SLR (722 refers to 7:22 am which happens to be their start time)

AMG technicians optimized the capacities of the original SL-55 engine by enlarging the fuel pump and cylinders and placed a larger cooling system for the engine. This modification produced a 5.5 liter dry sumped V8 and an unusual 3 valves per cylinder with SOHC. This is contrary to the prevalent design of super cars that uses DOHC and 4 valves per cylinder. The engine is also uniquely mounted in the front-mid section of the vehicle, which is 1 meter behind the front bumper and 50 cm from the front axle. Because of the great engine power of this car, fade resistant, carbon-ceramic based brake plates are used with calipers that would automatically skim the surface of the brake plates to keep them dry when driving in a wet situation. Spoilers are also mounted on the rear and pops up when breaking at high speeds. The SLR has a five-speed automatic transmission that comes with three separate modes: Sport, Comfort and Manual. Sport is mainly for everyday use while Comfort is for bumpy roads and lastly, Manual that allows the driver to shift gears with the touchpad or the levers on the steering wheel. The transmission used in the SLR is the same with other performance models such as the SL65. However, the SLK-55 engine cannot handle the torque and power output of the SLR therefore a five-speed transmission is used.

The SLR has a top speed of 208 mph making it the fastest automatic car in the world until 2005, when the Bugatti Veyron came into the picture. The SLR makes use of carbon fiber for its body, which supposed to make it lighter but the car still weighs at 3898 pounds after adding all the luxury items included. In 2004, the German magazine Auto Motor und Sport tested the SLR at the Nardo test track in southern Italy. And reported that the car’s quarter-mile time is 11.5 seconds. Top Gear host, Jeremy Clarkson, notably praised the SLR for how easy it is to drive even at top speed. On the same episode of Top Gear, Jeremy was able to out run a 25000 bhp cruise liner in a race with co-hosts Richard Hammond and James May from London to Oslo (1320 miles). The SLR is often categorized as a “grand touring car” rather than a “super car” because it is extremely fast yet does not sacrifice comfort.

Michael Russell Your Independent Sports Car guide.

Article Source: http://EzineArticles.com

Mercedes introduces new Zetros military truck

Click on the above image for a Zetros photo gallery

Mercedes-Benz chose the International Defense Exhibition Eurosatory 2008 in Paris, a show we don’t normally attend, to introduce their new Zetros truck. The model pictured above is the Zetros 2733 A 6×6, offering permanent all-wheel-drive to all three axles and the ability to haul nearly 10 tons of equipment and supplies. If you just don’t have that much stuff, Mercedes also offers the Zetros 1833 A 4×4, a two-axle derivative with a reduced load capacity. Both versions offer go-anywhere capabilities with exemplary off-road manners and the ability to be upgraded with state-of-the art armor for protection against mine and ballistic attack. While you’d expect the Zetros to handle like a wet noodle, the German automaker insists the Zetros has been designed with the driver in mind, adding “…the ideal seating position behind the front axle delivers intuitive car-like handling.” Since we don’t have a Zetros planned for an “In the Autoblog Garage” review, we’ll just have to take their word on that.

Continue reading Mercedes introduces new Zetros military truck

Fiat apologizes to China for Richard Gere commercial

According to Olivier Francois, Chief Executive Officer of Lancia, Richard Gere was chosen for a recent ad for the Lancia Delta because he “is not merely a fine actor; not merely one of the most famous men in the world. He is a man with a great difference: the ability to combine talent, fame and style with great character. I’m talking about his commitment to peace.” That affinity for peace stretches especially towards the people of Tibet, a people who’s autonomy from China Gere supports.

This commercial, which you can watch after the break, features Gere driving a new Lancia Delta from Hollywood to Tibet in just 30 seconds and aired in Italy. After reports of the commercial appeared in Chinese newspapers, China was apparently none too happy about it. Fiat has decided to apologize, with a company spokesman saying, “Fiat Group extends its apologies to the Government of the People’s Republic of China and to the Chinese people.”

Our opinion? Gere’s alright in Pretty Woman, but not much else after that. Apologies are usually pretty lame, but we’d appreciate one for Gere’s horrible singing in Chicago as long as they are being handed out so freely. And how ’bout one for that Lancia’s front end?

Continue reading Fiat apologizes to China for Richard Gere commercial

By TCC Team
www.thecarconnection.com

Unless you’ve been on planet Nader for the last few years, you knew Chevrolet was brewing up an uber-Vette. Amid all the hype, spy photos, leaked photos (and subsequent prosecutions), rumors, and names (Blue Devil, SS, Sting Ray, Z07), any dolt could discern that this new Corvette had the potential to be amazing.

During its annual press preview for the Detroit auto show, GM showed journalists what we’ve all been waiting for; the official, almost-ready-for-production 2009 Corvette ZR1 destined to hit showrooms next September.

Tom Wallace, Corvette Chief Engineer, began the presentation by talking about what started the ZR1 program. To our group of gathered reporters, he recounted a meeting that took place more than six years ago when GM Chairman Rick Wagoner asked what a $100,000 Corvette would look and perform like. On cue but out of sight of our pack of writers, a sinister-sounding V-8 fired up. Bob Lutz, GM Vice Chairman, then drove the ZR1 out into the meeting area.

After Lutz slid out from behind the wheel, he gave his driving impressions of the ZR1, “What’s so terrific about this car is that it is very docile and easy to drive, but then when you step into it, the power just never stops.” Subsequent presentations explained why.

Final specifications are not yet available because the development team is still fine-tuning powertrain and chassis calibrations, but this is what GM told us. The new LS9 engine is a 6.2-liter supercharged and intercooled V-8 that shares key dimensions and some features with the current Z06’s LS7. The “9″ uses a fifth-generation low-profile Eaton supercharger that itself incorporates plenty of new technology. Its impellers sport four veins instead of three, greatly improving volumetric efficiencies while reducing parasitic losses. Compared to the previous generation blower that required approximately 120 horsepower at maximum boost, the new unit draws only 80. Final horsepower numbers will exceed 620 and torque should come in around 600 lb-ft. The rumor mill pegs the target horsepower figure at 650.

The top of the supercharger is visible when the hood is closed thanks to a Lexan window placed in the center of the carbon fiber hood. The hood itself eschews big bulges for tasteful lines that tightly envelop the LS9 (compared to previous LS engines, the LS9 is only one inch taller overall, even with the supercharger and intercooler). No Pro-Stock hood scoop necessary.

The transmission is a modified version of the Tremec six-speed used in so many high-performance vehicles, including the Viper. In the ZR1, this iteration sports a close-ratio gear set that aids in acceleration. Unlike in the current Corvette where top speed is achieved in fifth gear, an estimated top speed of over 200 mph for the ZR1 will come in sixth. Wallace commented that, “One interior change we had to make was to ditch the standard 200-mph speedometer with a 220-mph unit because this car will so easily exceed 200.”

His pride was clearly evident. He added later that this combination is expected to economical enough to avoid the gas-guzzler tax. No specific performance figures were quoted, but Wallace said the ZR1 would easily beat the current Z06’s performance of 3.7 seconds to 60 mph and the current car’s 7:42-second lap time at Nurburgring. One member of the team noted that in its current form, first gear is good for 67 mph, an indication of the new gearing and the LS9’s ability to rev.

With so much power comes heat, so the ZR1 has more and bigger coolers and heat exchangers for all powertrain components. A massive front spoiler with an integral splitter helps channel air to all the right places. Side sill extensions are similar to what was used on the C6R racecar. The side vents feature a large strake that bisects the opening.

Chassis-wise, Magnetic Ride Control (MRC) is standard. The near instant response of the dampers allows for softer spring rates, and GM claims the ride of the ZR1 is more compliant than the current Z06. Tire size increases at both ends, with 19-inch rims in front and 20-inch rims in the rear sporting 335/25Z/20 Michelin PS2s. Wheel widths are 10 and 12 inches respectively.

Brakes discs are huge carbon-ceramic units that are clamped on by six-piston Brembo calipers in front and four-piston units in the rear. The rear discs are as large as the fronts found on other supercars. Metal discs used on the Z06 were provided for comparison on a table-top display, and were considerably heavier. Of course, lighter rotating and unsprung mass is critical for improving every aspect of performance.

The Corvette development team took weight out of the ZR1 wherever possible. Carbon fiber is used extensively, even on panels exposed to strong UV light like the roof and roof pillars. (Apparently, UV breaks down the bonding elements within carbon fiber, rendering the material brittle in as little as five years.) GM’s solution is a special clearcoat that costs upwards of $2000/gallon.

According to the Harlan Charles, Corvette Product Planner, the ZR1 will be offered in seven colors and offer two wheels (one chrome). The standard ZR1 will feature interior equipment similar to a standard Z06, and there will be one major option package similar to the 4LT that includes the fully leather-wrapped interior. If pricing of 2008 models provides any indication, this RPO will cost around $8,000. Charles also noted that because there is only one set of production tools for the carbon-fiber body panels, yearly production is not expected to exceed 2000 units.

Just as the Z06 used the color red to highlight key components, the ZR1 uses blue accents on the LS9 and on the model’s logo. Perhaps this is a tip of the hat to the Blue Devil moniker that surfaced early? GM would neither confirm nor deny.

Regardless, this is what a $100,000 Corvette looks like. Wagoner should be quite happy, nod to his past or not.

By Lance Winslow
Every small business needs equipment of some type to operate and a mobile auto detailing and/or car washing business is no different. In fact, since you are going to the customer’s car, you have to bring all your supplies with you, actually everything, including your own source of power and water. Not long ago a mobile detailer, well actually a future mobile detailer asked me:

“Do you use generators for the electrical tools?”

Indeed, we do use generators, generally Honda, due to their quiet, low-maintenance and reliability attributes. You need a minimum of 2500 watts, I recommend 3000 because a 5-6 hp. shop vac is really killer for vacuuming and sucking up waste water and pumping it into a holding tank or shrubbery, as you cannot allow it to enter the storm drain or water ways.

Also with 3000 watt you can go to an electric pressure washer, saving you from having two motors on-board or you can go 2200 -2500 watt and get a 5.5 hp pressure washer. But if you are going to clean big fleets, you’ll need to go with hot water (Landa - type skid unit, check the various brands out) and 2500-3000 PSI. I’d skip the big bad buffer syndrome, way over rated, if you are going to do that, stay with auto detailing, keep prices high, go for only high-end big ticket customers. That is a totally different business, this is why we separated them out for instance;

* CarWashGuys.com
* DetailGuys.com

You see, once you determine the way in which you want to run your business and the type of equipment you’ll need, well then you can determine the size generator you’ll use. So, think on this.

Article Source: EzineArticles.com

by Peter Grizzly
onsidered to be one of the most beautiful classic cars in the world, the Jaguar XKE has the best of a multitude of worlds. Its performance matches that of a sports car. It has a great aerodynamic design that could perhaps match that of F1s. It has an elegant and professional luster and look. Its sleek and curvy body makes it look like a piece of art. And of course, it is a true collectable classic car.

The Jaguar XKE is also known as the E-Type. It was released in 1961 in a two-seater coupe form. The concept behind it was simple: create a sports car with a great engine and aerodynamic design, and make it look sweet at the same time.

The XKE became the trendsetter for sports cars, and has a look that was way ahead of its era. In fact, the XKE was so elegantly designed that even rival Enzo Ferrari made the comment that it is “the most beautiful car ever made.”

From the D to the E

Back in the 1950s, the Jaguar D-Type was the king of all race cars. It was winning LeMans races almost every year, and with its sexy aerodynamic make, was drooled over by car enthusiasts and ordinary people alike. Sensing the market needed a D-Type that was tamed for the road yet retained that luxurious look and superb performance, Jaguar made the XK-SS.

The XK-SS was not received with a popular cheer, yet it wasn’t designed to be widely received. Some has speculated that the XK-SS was a mere ploy, a diversionary tactic Jaguar has used for the real deal. The D-Type was ready to retire from the race tracks, since faster cars were springing up like mushrooms. Still, Jaguar was not ready to give this beauty up into the museum stands–the D-Type was still popular.

And so, by tuning down the D-Type’s for-the-race-track design into a sleeker and friendlier look, the E-Type was born.

But of course, it wasn’t as simple as that. The XKE went into two test stages: the E1A–which was a top secret, 286hp car reminiscent of the first generation XKEs; and the E2A–a basic remodeling of the D-Type, which was in fact used in a LeMans race.

A Classy Road Monster

The XKE is both the beauty and the beast. The third series is equipped with Jaguar’s trademark V12 engine. The V12 is a 5.3L, 12-cylinder engine–which means that it could make its competitors eat dust.

And to top it all off, the XKE has new suspensions that Jaguar was experimenting with earlier on. The E-Type has independent rear suspensions, employing U-jointed halfshafts to take power from the chassis onto the wheels AND as upper control links.

The Jaguar XKE is no doubt an outstanding classic car. With design that encompasses functionality and aesthetics, this classic car is really worthy of being considered as the cream of the crop. And did we forget to tell you that it was the number one car in the top 100 most beautiful cars in the world?
Article Source: www.goarticles.com

By: Kade Phillips

At kanetix, our interest is in insurance, so we keep our eyes open for any new developments that may affect the auto insurance industry. Recently, rumors of a breakthrough by a little known company called EEStor caught our attention because of the far reaching implications of the technology they may have developed.
Every so often, a technology comes along that promises to revolutionize the world. More often than not, these claims eventually fizzle, and we’re left disappointed and more skeptical of the next claim that comes around. Sometimes, new technology appears and at first, it’s seen as quaint and amusing, and dismissed by the prognosticators of the day, only to go on to revolutionize the way we do things and make fortunes for those with the foresight to jump on board early.
This was true of many technologies in their infancy. Take the automobile for instance. When it first began making an appearance in the late 19th century, many folks clung to the belief that it could never truly replace the trusty, reliable horse. Same thing with aircraft - too flakey and dangerous to be of any real use. More recently, the personal computer made its first appearance in the late seventies, and even some of the most technologically astute among us, failed to grasp the full implications of its arrival, until there was a machine popping up on every second desktop.
Recently, rumblings of an astonishing breakthrough in “electrical energy storage technology” from a practically unheard of company called EEStor, out of Cedar Park, Texas, have some claiming that we are on the verge of a complete revolution in electric powered vehicles.
With EEStor, you can forget about Hybrids, ethanol or hydrogen powered vehicles and even fuel cell technology.
If the rumors are true then EEStor have developed the next “really big thing”.
Imagine an “electrical energy storage device” that can charge up in minutes, power a vehicle for hundreds and hundreds of miles on less than ten dollars worth of electricity (at today’s prices) and allow for performance characteristics that rival those of today’s super cars. Not only that, but the device is claimed to weigh one-tenth the weight of conventional lead-acid batteries, with practically unlimited re-charging cycles and be only slightly more expensive than today’s mid range conventional gasoline power sources. Sounds too good to be true – right?
Unfortunately, EEStor is being pretty secretive about the whole thing, and who can blame them. If the rumors are true, EEStor could be in possession of technology that will literally change our world, and they will no doubt be a household name in fairly short order.
As we said earlier, at kanetix, our interest is in insurance, and we wondered how such a revolution in automotive technology (if true) might affect the auto insurance rates of those who drive such a vehicle. Well, EEStor is unlikely to be thinking about such things, but we sure are.
Now, it wouldn’t be the first time that so called “revolutionary technology” failed to materialize as envisioned, but it does seem that we’re overdue for some kind of technological breakthrough in battery or “electric energy storage” technology, with not a huge amount of progress over the last hundred years or so. So, out of interest, kanetix took a look at some data that we were able to gather through our sister site: http://www.kanetix.ca, regarding the insurance rates in Canada for some of today’s advanced hybrid vehicles. We wanted to see if we could discern a trend in auto insurance rates for cars of this nature.
While hybrid vehicles have only been around since around 2000, we were able to compare insurance quotes for the Toyota Prius Hybrid, Ford Escape Hybrid, Toyota Highlander Hybrid and Honda Civic Hybrid. What we found was not especially encouraging, nor especially discouraging, with a bright spot along the way.
If you remove a driver’s “personal insurance and driving experience,” there was basically no real difference in premiums quoted. But, it does seem that some auto insurance providers are trying to encourage the trend to “greener” auto technology, with small discounts of around 10% for such cleaner fuel vehicles.
What our survey basically tells us is that regardless of technology, car insurance will always be based on the same basic things, namely, how often they are stolen, how much they cost to repair after an accident, their propensity to be in an accident and the frequency and severity of injuries if in an accident. And, of course, an individual driver’s “personal insurance and driving experience.”
EEStor may indeed have found the holy grail of “electrical energy storage technology”, but unless auto makers are able to incorporate this new power source into safer, more crash resistant and cheaper-to-repair vehicles, we are unlikely to see insurance rates for electrically powered vehicles decline significantly over regular gasoline powered cars.

Disclaimer - The above description/explanation is intended as a guideline only, and is not to be interpreted as a recommendation to buy or sell any insurance products, or to provide legal or financial advice of any kind. Also, Kanetix Ltd. does not warrant or assume any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed.

Article Source: http://www.ApprovedArticles.com

When you say “super car,” the first things that come to mind are usually either “speed” or “expensive.” With the introduction of Audi’s R8 TDI, that may change to “clean” and “fuel efficient.”

The R8 TDI Concept houses a V12 Diesel power plant that is derived from the engine used in the R10 Racecar. The same engine that has twice run the 24-hour Le Mans. It is slightly longer than the traditional V8 used the R8, but much more potent. The Twin-Turbo V12 makes 500 horsepower and 737 ft/lbs of torque, which is available at 1750 RPM. All of this power is routed through a short-throw 6-speed transmission. A small diameter clutch is used to shorten shift times. Also included, as with most Audi’s, is a Quattro all-wheel-drive system. This translates into a 4.2 second 0-62 mph time and a top speed of over 186 mph.

The real story is how cleanly this power is produced. The TDI’s V12 burns clean enough to pass the strict California emissions standards. Strict being an understatement. This is thanks to a new system that requires up to 5 fuel injections for every cycle of the engine. This is paired with a 3-stage exhaust treatment which includes a small injection of a chemical called “AdBlue,” which helps to break down nitric-oxide. The entire system is guaranteed to last the lifetime of the vehicle. As an added bonus, it produces around 24 miles per gallon on the highway, making it one of the most fuel-efficient super cars on the road.

TDI1.1

“We are challenging the final piece of conventional wisdom [about diesel engine cars],” said Audi AG Chairman Rupert Stadler. And they couldn’t have chosen a better platform to use. Audi is hoping the R8 TDI will show that a properly engineered diesel engine can maintain a high level of performance while still being good for the environment.

Source : MSN Auto, http://inventorspot.com