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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

Click above to view Porsche No. 1 in hi-res

If you’re a regular Autoblog reader, you’ll be familiar with the saga of Porsche’s take-over of Volkswagen. But back in the late ’40s when Germany lay in post-war shambles with its industry crippled, VW had been re-commissioned by the allies and Porsche was just getting started. Based on the mechanics designed by his father, Dr. Ferdinand Porsche led a team that crafted the very first Porsche, the original 356. That first prototype is still around, known to enthusiasts as Porsche No. 1 and destined to become the centerpiece of the factory’s new museum in Zuffenhausen on the outskirts of Stuttgart. To celebrate the company’s 60th anniversary, Porsche No. 1 is making the treacherous journey around the world to the United States.

The last time Porsche tried to bring 356-001 over to America, things did not go well. It was ten years ago when the company celebrated its milestone 50th birthday, and the car was badly damaged in Chicago. Long since repaired, Porsche No. 1 is on its way to the Atlanta headquarters of Porsche Cars North America before it makes the transcontinental journey all the way to California for the Pebble Beach Concours d’Elegance, where it’s sure to steal the show. Autoblog will be on the links to bring you news and images of its arrival, but in the meantime you can check out the pair of images in the gallery below and details in the press release after the jump.

[Source: Porsche]

Continue reading Porsche No. 1 sets out for Pebble Beach

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

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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