Friday, April 29, 2011

Mini Cooper, Manufactured by the Bristish Motor Corporation


The car, whose first generation was designed by Frank Stephenson, draws inspiration from the original Mini, which was manufactured by the British Motor Corporation and its successors from 1959 to 2000. The name of the car's brand, MINI, is all-capitalized to distinguish it from its predecessor. Development of the first generation had been done between 1995 and 2001 by Rover Group in  Gaydon, United Kingdom and BMW AG in Munich, Germany. During this development phase, there was continual contention between the two design groups, especially concerning the positioning of the  car, Rover wanted a straight economy car, whilst BMW supported a small, sporting car. Ultimately, BMW prevailed, and in 1999, they assumed control over the entire project following the departure of BMW's CEO, Bernd Pischets rider. When BMW divested itself of Rover in 2000, BMW elected to retain the Mini project, and to move the planned production site of the car from Rover's Long bridge plant, (the former production plant of the traditional Mini) to BMW's Oxford plant in Cowley, Oxford, United Kingdom (what was historically the Pressed Steel Company body plant).


The vehicles produced during the 2001 to 2006 model years (unofficially, the "Mk I Mini") included four hatchback models (referred to by Mini as the Cooper Hardtop): the basic "Mini One", the diesel-   engined "Mini One/D", the sportier "Mini Cooper" and the supercharged "Mini Cooper S"; in 2005, a convertible roof option was added to the Mk I line-up. In November 2006, BMW released a re-engineered version of the Mini Hardtop (unofficially the "Mk II Mini") as a 2007 model-year vehicle. The Mk II is currently [update] available in the original Hard to pand Convertible body styles (the latter being introduced as a 2009 model). A third Mk II body style, an estate called the Clubman, was introduced as a 2008 model.


Thursday, April 28, 2011

Additional changes to the 2011 model year Lotus Elise


2011 model year Lotus Elise



The new 2011 model year Elise has a number of additional changes and improvements, with the installation of a new advanced 1.6 litre Valvematic engine meeting EÚRO 5 regulations. This new engine is 200cc smaller than the outgoing Elise S model and produces similar power (136 PS, 100 kW, 134 hp at 6800 rpm) with maximum torque of 160 Nm, 118 lbft at 4400 rpm, but offers a significant improvement to fuel economy of over 23%, to 6.14 litres / 100km (46 mpg)* and a reduction in CO2 emission by more than 13%*. This provides the new Lotus Elise with the lowest CO2 per performance for any gasoline high performance sportscar in the world. This high technology engine is mated to a new 6-speed manual gearbox, providing closer and more performance orientated ratios than the outgoing 5 speed box.

The Elise has high performance AP Racing callipers at the front and Brembo callipers at the rear linked to 282 mm vented and cross-drilled cast iron discs to give excellent stopping power. The Elise comes as standard with a track tuned ABS system that is designed to be unobtrusive under normal driving conditions. This system is designed to be used on track and has a high threshold, only intervening in emergencies. The ABS system is linked to a lightweight pedal box with steel pedal arms and extruded aluminium pads. This unit also has an electronic (drive-by-wire) throttle for quick, smooth and more linear engine response. The impressive braking coupled with excellent handling gives good primary safety and the composite front crash structure and rear crash protection offers efficient secondary safety. Driver and passenger airbags and pre-tensioning seatbelt are standard on all Elise models.
The Lotus Elise introduces the new 1598 cm3, 1ZR-FAE engine, provided by Toyota. The key to this engine’s performance and efficiency is the Valvematic system (a variable valve lift mechanism), which is combined with the dual VVT-i (Variable Valve Timing-intelligent). The engine continuously controls intake valve opening/closing timing and the intake valve lift to vary the volume of the intake airflow, giving significant improvements in efficiency and fuel economy. This ensures optimal performance based on the engines operational condition, thus helping the Elise achieve both high fuel efficiency and high performance.

First of all, the maximum power output is achieved at near maximum revs (engine speed) of 6800 rpm and maximum torque (a respectable 160 Nm, 118 lb.ft) is reached at 4400 rpm. This gives a good combination of mid range pull but also encourages the driver to rev the engine to the maximum permitted engine speed of 7000 rpm (transient rev limit). Like all
 Elise sportscars, there are three shift up lights, on the binnacle cumulatively lighting when the driver is getting closer to the rev limiter and when all three are illuminated, they flash to indicate that the driver is almost on the rev limiter so time to change up a gear!

The height of the engine cover has been raised by 34mm to accommodate the taller 1ZR engine compared to the previous 1ZZ engine from the outgoing model due, in part, to the additional Valvematic technology included on the new engine. This has given Lotus engineers an opportunity to subtly redesign the rear engine cover to match the design theme from the front and rear of the car.





Wednesday, April 27, 2011

Funicular Railway

A funicular, also known as a funicular railway, incline, inclined railway, inclined plane, or cliff railway, is a cable railway in which a cable attached to a pair of tram-like vehicles on rails moves them up and down a steep slope; the ascending and descending vehicles counterbalance each other.

Looking down from the top in Funicular

Funicular

Funicular Railway

Cliff railway

Cliff railway

Funicular Railway

Funicular Railway

Funicular Railway

Funicular Railway

Funicular Railway

Inclined plane

Inclined plane

Funicular Railway

Funicular Railway

How to Survive a Writers Conference: Dos and Don’ts to Making it Out Alive


Putting the flick on hold this week in celebration of the lit. Today, head on over to Beyond the Margins and check out my just-posted interview with celebrated literary agent Mitchell Waters. He's worked for bigtime agency Curtis Brown for 16 years, and gives some great insight into the publishing business today.

Grub Street's Muse and the Marketplace literary conference is this weekend, April 30-May 1st. Beyond the Margins will be there in full BTM regalia. We'll have our own table in the lobby complete with booksmarks, a specially-printed anthology of our work, smiles, and more. Also, from 6-7:30 PM Saturday night we'll be hosting an open mic event at Pairings Restaurant. And now that James Franco has bailed on his Muse appearance, our open mic will be the hottest after-hours event going. Although there's a 50-person limit in the room. But having too many people show up is a good problem to have, so bring it on!

If you're planning on attending the Muse, or just want to learn more about writer conferences, read on to find out what to expect:

Writer conference season is gearing up here in Boston with the upcoming Muse and the Marketplace on April 30 and May 1, and other New England conferences in the coming months—Wesleyan Writers Conference, Cape Code Writers Center Conference, and  Bread Loaf.  So if you plan to attend a conference, it’s time to brush up on your writer conference etiquette.

Writer conferences offer:
  • À la carte workshops and panels that usually cover both the craft and business of writing.
  • The rare chance to have your work critiqued by a professional author, agent, or editor.
  • Ways to meet like-minded writers interested in starting writing groups, networking, and trading critiques.
  • The opportunity to compress months of online research and networking into a few days.
No matter your area of interest or level of skill, if you’re a writer planning to attend a conference in the coming months, consider the following guidelines to ensure you get your money’s worth:

Come prepared. Bring an iPad, laptop, or a note pad (paper-based application) to take notes. If you have a business card, bring a stack. This is your chance to meet and greet, to schmooze and show off, and exchange vital stats with other writers. Plus you never know who you might share an elevator ride or cocktail hour with.

Follow the rules. If the conference guidelines state not to bring full manuscripts with you, don’t bring a manuscript with you to hand to every agent and editor you see. Nobody likes a writer who’s too pushy, and you want to make a good impression. If the dress code is business casual, don’t wear your favorite stonewashed jeans, ripped at the knees from stage-diving that Ramones show back in ’87. Dress appropriately.

Put into it what you expect to get out of it
. Don’t attend a conference if you don’t plan on doing anything while you’re there. If you don’t attend workshops, readings by guest authors, or panels on the state of publishing, then you will leave with the feeling that it wasn’t worth it. You’ve paid money to attend, so get your money’s worth. If you don’t get your first choice for a workshop or class, make the most of whatever event you’re signed up for.

Bring your open mind. Maybe you have one reason to go to a conference and that is to see your favorite author read or meet with the one agent you know can get your book published. These are good reasons to attend, but you’ll be missing out on other elements of a conference. For example, one year I sat in on a non-fiction workshop on journalism. As a novelist, I had low expectations for learning anything pertinent about fiction writing. But it turned out to be an instructive session where I picked up some great tips about research and how to self edit my writing.

Also, if you’re just interested in learning craft, you may be missing an opportunity to learn more about how to write a query letter or what types of books agents are buying this season. Conversely, if you just want to network, you might miss out on learning about how to fix your novel’s structure problems or how to write better dialogue.

Manuscript consultations. If you plan to meet with an author, agent, or editor to discuss your work, plan ahead and sign up with the person that can provide the most appropriate feedback for your project. If you want a general critique of your work in terms of where it fits into the current marketplace, consider meeting with an agent that handles work like yours.

A publisher, while offering no less wonderful advice, is thinking only of the specific magazine or publication that she works for and not what other publishers want. On the other hand, if you consider your writing perfect for a certain publisher, then this is a great opportunity to get the specific feedback you need to get your foot in the door.

Spend a little extra…. Often conferences offer additional opportunities and special events that cost a little extra but can be worth it. Aside from a manuscript consult, you might also have the opportunity to eat a lunch or two with a selection of literary folk and engage in casual business chat. A little extra might get you five minutes to try out your pitch on an editor or to receive feedback on your query letter from an agent.  Who says money can’t buy happiness?

…but don’t spend it all. A few years ago I spent well over a week’s salary on a five day conference. It was a wonderful experience but the expense sent my finances into a hole for months afterward. If you can afford to attend a conference this year, go for it. If you can’t, start saving now for next year. Keep your eyes out for conferences offering grants and scholarships.

Enjoy after-hour events. An average conference day ends around 4 or 5. But that doesn’t mean the day’s over. Often there are related activities to keep you busy well into the evenings. Cocktail hours and open mics and after parties. Often events are coordinated in advance, but sometimes it’s just you hitting the closest bar with a few writer friends to compare notes and dish. If you have the time, these after-hour events are a great way to round off your conference experience. And who knows? Maybe that person you just struck up a conversation with at the bar is an agent who handles manuscripts just like yours.

Follow up. If you garner business cards and some face time with an agent or editor you would die to work with, don’t forget to follow up after the conference to thank them for their time, and remind where you met them and what you write. That way, when you send them a query, you’ll already have been introduced.

Have fun. Yeah, it’s an intense situation: you and hundreds of other hungry writers mixing it up with publishing industry luminaries. Just walking into the conference on that first day can be a fret filled journey of terror into the inky unknown. But remember, all the other attendees probably feel similar trepidation. So with that in mind, take a deep breath, push through that door, and smile. If your smile drops the minute you see that registration line, then go to Plan B: pretend everybody there is naked. Works for me every time. If you don’t know a soul, walk up to the nearest person and introduce yourself. And have fun. Seriously.

This post originally appeared on Beyond the Margins--used with kind permission by me.

Tuesday, April 26, 2011

Proton Satria Neo CPS R3 the Lotus Technology












Overall Length:
3905mm
Overall Width:
1710mm
Overall Height:
1410mm
Wheelbase:
2440mm
Weight:
1150kg
Engine:
1.6 CamPro CPS
Displacement:
1597cc
Transmission:
5 speed manual
Maximum Power:
145bhp at 7000 rpm
Maximum Torque:
168 Nm at 5000 rpm
Engine Management:
R3 Tuned
Maximum Speed:
200 km/h
0-100km/h:
9.2 seconds
Front/Rear Suspension:
Ohlins Adjustable coil-overs  with R3-tuned spring and damper rates
Wheels:
Lightweight Advanti Racing 16 x 7 ET38 alloys
Tyres:
Bridgestone Adrenalin RE001 205/45 R16
Brakes (Front):
Front AP Racing 4-pot calipers with ventilated discs
Brakes (Rear):
Single-pot with solid discs
Safety:
Dual SRS front airbags, Pre-tensioner seat belts


Sunday, April 24, 2011

Proton Inspira


The 2011 Proton Inspira is the best Proton model to date, as any Proton owners can tell you after a quick test drive. The Mitsubishi Lancer-based Inspira, the creation of a technical agreement between Proton and Mitsubishi, offers the kind of interior refinement and quality that would have taken Proton many years to be able to mass produce.



Bring into consideration the Inspira’s good looks, well-judged ride-and-handling, ergonomical, spacious interior, and, lastly, the value-for-money proposition, and Malaysians are looking at a desirable Proton, one that we would highly recommend to anyone shopping for a C-segment, mid-size car.


Four colours are available for the Inspira, and these are Plum Red, Solid White, Genetic Silver and Tranquility Black. In terms of specifications and equipment levels, the Inspira gets a fair bit of kit, though the 2.0 Premium version does naturally get more in the way of added gear.
Nonetheless, all three variants come with dual SRS airbags, leather steering wheel, front pre-tensioner seatbelts, ABS with EBD, immobiliser and alarm system, central door locking, Isofix point, reverse sensor, solar and security tinted film and steering wheel-mounted audio controls.

Proton’s inputs on the Inspira were restricted to visual differentiation and suspension tweaking, with no changes to the powertrain, though that has not stopped Proton from claiming that they have added “value” to the Lancer base in the 17 months taken to create the Inspira.
It may be difficult to ascertain if the Inspira has a higher-quality interior than the Lancer, as Proton claims, and no easier to determine if the visual updates to the grille, bumpers and alloy wheels will appeal to a wider audience. But Proton’s tweaking of the suspension, conducted in-house by a 15-personnel team, has indeed given the Inspira a noticeable edge over the Lancer in terms of ride-and-handling.


Other items on the features list across the board are trunk lid remote release, front fog lamps, welcome home light system, driver’s side anti-trap/auto up-down power window, height adjustable driver’s seat and a MP3/Bluetooth-enabled CD player audio system with Arkamys 3D DSP.
As befits its Premium suffix, the Inspira 2.0 gets a number of differentiation points and features compared to the two 1.8 Executive models, and these are:
  • Cruise control (with steering wheel-mounted switches)
  • Column-mounted paddle shift controls
  • Automatic climate control
  • Auto headlamp and rain sensors.
  • Body kit and rear spoiler.
  • Leather seats and door trim finishing (the 1.8 versions are in fabric)
  • A GPS navigation system.


Peninsular Malaysia Prices
  • Proton Inspira 1.8 M/T – RM78,999
  • Proton Inspira 1.8 CVT – RM84,999
  • Proton Inspira 2.0 CVT – RM91,999
East Malaysia Prices
  • Proton Inspira 1.8 M/T – RM80,999
  • Proton Inspira 1.8 CVT – RM86,999
  • Proton Inspira 2.0 CVT – RM93,999
Langkawi Prices
  • Proton Inspira 1.8 M/T – RM71,999
  • Proton Inspira 1.8 CVT – RM75,999
  • Proton Inspira 2.0 CVT – RM82,999

The Ferrari F430

The Ferrari F430 is unique in its design and will always make an impact on car performance as it has always ripped through the race track and killed 0-60 times. The F430 clearly makes it as cool car.





The Engine and Specifications

The long awaited Ferrari F430 is here with its mind blowing design and of course the all new 4,308 cc V8 engine. The acceleration from zero to sixty in 3.9 seconds definitely proves that this is one of the coolest cars on the market. The top speed goes well over 195 miles per hour. At 186 mph the aerodynamics add a greater force of six hundred sixteen pounds. The Gestione Sportiva F1 racing division completely inspired the design. There are many other things that you can completely have custom to your Ferrari including: carbon ceramic discs that are sure to stop you on a dime, an F1 paddle shifter to add elegance and quickness to any shift. The technical design easily transfers the torque levels to the street under hard circumstances like hard g-force turns so the tires won’t lose grip or spin out. The nineteen inch wheels and the worthy suspension make any drive in the F430 not only pleasurable, but almost orgasmic.







Body
Then outstanding engineering is inspired by the collaboration with Pininfarina. There isn’t much difference from the 360 Modena although the design is strength at its best. Two air intakes allow this deep breathing beast to cool itself while maneuvering the streets. Bi-xenon technology allows the tiny hidden headlights to sit compactly within the hood. The side mirrors are also designed with arms that create airflow ducts that go directly to the engine intakes. F430 was added to the backside of the mirrors for an additional touch of excellence.



The Guts

Starting off with the mounted ignition, the interior was paid seemingly more attention than other exterior features. Carbon fiber or aluminum inserts are a feature for the interior. They added even more space behind the back seats and included and electronically operated compartment for luggage or even a mesh net for further support. Side bolsters added to the race seats make these seats top-notch. You can choose from twelve different leather packages and eight colors for carpets. Using the selector in the steering wheel, a driver can easily change the setup. Change suspension, stability & traction control, and you even can change the speed of the F1 transmission.


Saturday, April 23, 2011

Cool Smart Car Body Kits Images

Smart cars are very cool cars with these awesome sports car body kits fitted. Check out these pictures!

Cool Smart Car

Cool Smart Car


Cool Smart Car

Cool Smart Car
It looks like these cars kits are manufactured by Adobe Ferrari, Adobe Lamborghini and Adobe Porsche...but very cool all the same!

Cool Smart Car


Not sure what these alterations would do to your car insurance but i'm sure they would classify as a modification!

Cool Smart Car

Cool Smart Car

Cool Smart Car

Cool Smart Car

Cool Smart Car

 
Hope you enjoyed these cool cars. It would be interesting to see what car insurance quotes are as a result of these car modifications as they are far more desirable with these body kits on than the standard Smart car body!

2009 Cadillac CTS-V

Introduction

Back when the first generation CTS was still in production, the folks at Cadillac had a bright idea: shoehorn a Corvette engine in the CTS, slap on a series of go-fast goodies and give the traditional kings of super-sedan Hill -- - - BMW M5, Mercedes-Benz AMG's various sports sedan and Audi's S6 - something to worry about. Cadillac called it the CTS-V, and its performance numbers were indeed impressive, as was its relative affordability. In other ways, but it was not quite ready for prime time, from its low-buck interior to its stated rear axle-hop during acceleration runs.



This year it is a whole new ballgame. 2009 Cadillac CTS-V, based on far superior second-generation CTS platform, ditches the axle hop, is a first-rate interior and? Perhaps most importantly? achieves record-breaking four-door speed. The 556-horsepower, Supercharged 6.2-liter V8 (which is essentially a slightly detuned version of the same engine found in the Corvette ZR-1) helps the new V made some ridiculous straight-line times: zero to 60 km / h in 4.3 seconds and the quarter-mile in 12.4 seconds at almost 115 km / h. In addition, the CTS-V is equally impressive when the going get twisty. In a recent comparison test, we found out for ourselves what Cadillac had told us all along - V is faster than both the M5 and C63 AMG around a racetrack, despite a base price that is nearly $ 25,000 less than BMW.

Stupendous performance rights aside, there are a few drawbacks worth mentioning. First and foremost, it's hard to tell from the driver's seat, there is a V8 under the hood. The compressor whine is omnipresent, and it is expected V8 rumble is AWOL. Second, the automatic transmission can feel raw at times, thanks to a slow-witted manual mode, upshifts and rough in both Sports Drive and manual modes. Moreover, the standard seats are not very different from those in the regular CTS, which is disappointing in a dedicated sports machine? although the optional sports seats RECARO is irreproachable.

The super-sedan segment is an embarrassment of riches these days, with many German players boast sophisticated design, sports-carlike handling and sonorous V8 or V10 engines. But the 2009 Cadillac CTS-V has elbowed its way to the leader of this sparsely occupied class with its unparalleled all-around performance, stylish metal plates and reasonable prices. We are particularly pleased with the smaller M3 and C63 AMG sports sedan, which competes directly with Cadillac at the price, but the dimensions of the CTS-V put it together more, much more expensive competitors. Super-sedan customers owe itself to take a hard look at this hard core Caddy.


Body style, trim levels, and Options

2009 Cadillac CTS-V is a high-performance sports sedan that comes in a single trim level. Standard features include 19-inch alloy wheels, Brembo brakes, adaptive xenon headlamps, an adaptive suspension with driver-adjustable shock absorbers, keyless entry and ignition (including remote start the automatic transmission models), rear park assist, leather upholstery, a leather - wrapped power tilt -telescoping steering wheel cylinders, power-adjustable heated front seats with driver memory, dual-zone automatic climate control, OnStar and Bluetooth. Also standard is a 10-speaker Bose surround-sound audio system with a CD/MP3 player, satellite radio, a USB port, an iPod-ready auxiliary audio jack and a 40-gigabyte hard drive that can be used to store music .

Options include a hard-drive-based navigation system with real-time traffic and weather reporting, 14-way power-adjustable RECARO sports seats with heating and ventilation, a suede-trimmed steering wheel and a sunroof.

Power Trains and Performance

A Supercharged 6.2-liter V8 powers the 2009 Cadillac CTS-V, send a whopping 556 horsepower and 551 pound-feet of torque to the rear wheels. A six-speed manual transmission is standard, and a six-speed automatic transmission with steering wheel-mounted shift buttons is optional. For performance testing, automatic-equipped CTS-V catapulted to 60 km / h in 4.3 seconds and flew through the quarter-mile in 12.4 seconds at 114.7 mph. Brake Capacity was also phenomenal, as our test car stopped from 60 mph in a seatbelt-strain 104 feet. Cadillac estimates that the CTS-V will return 13 mpg in the city and 19 mpg on the highway.


Security

2009 Cadillac CTS-V comes standard with anti-lock brakes, traction control, stability control, front-seat side airbags, full-length side curtain airbags and GM's OnStar emergency communications system.

The Insurance Institute for Highway Safety crash tests, the regular CTS earned scores of "Good" (the highest possible) for both frontal-offset and side-impact protection. In government crash tests, the CTS earned four out of five stars for driver protection in head-on collisions, while the front passenger received five-star protection. The CTS also received five stars for side-impact protection for front and rear passengers.


Interior design and special features

2009 CTS-V's interior is not very different from the regular CTS. Fortunately, the building boasts one of the nicer interior in its segment, with a sleekly attractive center stack design and mostly high-quality materials. We would advise skipping the base seats, as they are neither supports nor particularly comfortable. Get the optional RECARO sports seats instead, who has a crush on all the right places, but comfy enough for long trips. Rear seat dimensions are satisfactory, even for larger adults. The regular CTS's available split-folding rear seat is not available on the CTS-V, although a pass-through is standard. Bagage offers 13.6 Cubic holds, although reading the major issues is hampered by a short deck.

The design of the optional navigation system is particularly clever, display withdrawn in line, but the top inch of the screen remains visible for the audio system. Another well thought out feature is standard 40 GB hard drive, which not only allows for storage of music files, but enables AM / FM and satellite radio to be rewound, paused and resumed? much like a DVR for radio. Bose surround-sound audio system provides rich bass and a pleasingly warm sound.

Driving Impressions

At 4313 pounds, the 2009 Cadillac CTS-V weighs as much as some crossover SUVs. This makes his face flattening performance even more amazing. Despite the otherworldly lap times, although the CTS-V ultimately can not hide his 2-ton-plus mass on winding roads. The CTS-V feel a little portly in tight corners, although the 556 horses make amends in a hurry when the road straightens out. The default setting steering mechanism is too light for a high-performance sports sedan, but it is easily remedied by tapping the traction control button twice - this activates Competitive driving, weighing up to the steering, traction control turned off and switch to a more lenient stability control program for aggressive driving.

The automatic transmission's lurching full throttle upshifts are crude, but effective, although we can not say the same to the manual shift buttons on the back of the steering wheel spokes. They are so slow on the draw, you're better off just leaving the transmission in Drive Sport. The manual transmission can be a better bet, since it has a positive corporate change efforts and a surprisingly light and progressive clutch.

Mitsubishi evolution 10, interior and engine view

INTERIOR VIEW OF EVO X






MITSUBISHI X ENGINE VIEW






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