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Tuesday, July 31, 2012

BMW E34 Alpina Exterior Body

The BMW E34 ALPINA is the version of the BMW 5 Series automobile built from February 1988 to 1995 with the Touring model ending June 1996. It replaced the BMW E28 in 1988 and was replaced by the E39 in 1996.
In the North-American market the E34 succeeded the BMW E28 in May 1988 [5] with two models. The 525i used the BMW M20 engine while the 535i used the larger M30. The cars were a blend of BMW tradition and modern technology. BMW's traditional FR layout and straight-6 were used, providing the smooth engine and optimal weight distribution BMW customers had come to expect. New 5-series also had a much stiffer body and was more streamlined than its predecessor, and had design cues introduced in 1986 on the 7-series.
The E34 ALPINA was among the most reliable luxury cars on the market, earning the best-in-class ratings from Intellichoice in 1991, and still considered one of the most reliable BMWs ever made.[6] It was also one of the safest cars on the road during its production, providing airbags, 4-wheel anti-lock brakes, and a very rigid body structure to protect occupants in the event of an accident.[6] It was also equipped with automatic stability control (ASC) or traction control (ASC+T) in later years on higher-specification variants.
Source : www.en.wikipedia.org

Exterior Body Led




BMW 328i 2012 Review

Are you ready for a BMW 3-series capable of automatic hands-off parallel parking? A Bimmer smart enough to teach you hypermiling, one equipped with enough onboard cameras to scout locations for Warner Bros.? Welcome to the 2012 328i, BMW’s stab at charming the More Generation.
Test-driving the new 3-series this week in Spain revealed a shuffle of BMW’s priority deck. The current E90 3-series earned its respect and compact-sports-sedan supremacy with a double dose of driving fun backed by laudable performance credentials. With the sixth-generation 3-series, BMW is reaching beyond mere dynamic attributes to stir comfort, convenience, and far higher efficiency into the mix. To appeal to those demanding everything from their daily driver—that “we deserve more” crowd—the new F30 is slightly larger inside and out and loaded with features hard-core drivers—the “we love our BMWs” set—never imagined.
The fifth-gen 3-series greeted its driver with a secret handshake: high-effort steering that bends the car smartly into every corner with total authority over body motion. The 2012 edition that arrives in February says, “Have a nice day,” with normal steering effort and a ride that glosses over pavement flaws the way cream cheese fills bagel crevices. Impact harshness is significantly reduced. But with more rubber between you and the road, the cornering response isn’t quite as crisp, and hints of roll, heave, and pitch occasionally fluster the equilibrium. Adjusted to its most aggressive setting, the F30’s optional adaptive suspension provides less body control than the outgoing E90 model’s suspension did.
 
For almost 20 years, the 3-series faithful have enjoyed the spellbinding whir of inline-six engines that were seemingly sent from on high. Although the 335i carries on with a single-turbo 3.0-liter six pumping out a handy 300 hp and 300 lb-ft of torque, there’s a new kid on the engine block with a point to prove. BMW’s new N20 2.0-liter four-cylinder powering the 328i sounds like a throwback to simpler times, but that impression vanishes the first time its twin-scroll turbo pumps up 18.9 psi of boost and output swells to 240 hp at 5000 rpm. What this engine lacks in cylinder-count prestige, it more than makes up for with what might be a world record for vigor per gallon.
Teamed with a ZF eight-speed automatic (the only powertrain combo available for driving around Barcelona), the N20 purrs while cruising and then snaps to attention when the throttle is pressed. By 2000 rpm, it’s already high on torque; by 4000, it’s growling like a baby grizzly roused from hibernation; and by 6000 rpm, it’s threatening to rip a hole through the 7000-rpm (redline) ceiling. Thanks to balance shafts and a dual-mass flywheel, this engine never gets the shakes or stammers, and it’s as genteel as a six when soft-pedaled. A two-mode muffler corks the din during cruising and then releases a rousing howl to accompany the stampede. EPA ratings aren’t final, but we’re expecting that the 328i’s highway mileage will reach the high 30s with the eight-speed automatic and that the combined rating might also crack the 30-mpg barrier. Those who pick the six-speed manual transmission will have to bear the loss of a couple of miles per gallon.
BMW claims the new four-cylinder is nearly as quick on its feet as the outgoing naturally aspirated six. That means a 0-to-60-mph run of about 5.6 seconds with the stick shift and 5.8 with the automatic. BMW rates the 335i’s 0-to-60 capability at 5.4 seconds with either gearbox, but it should be about a half-second quicker in our testing.
Stiffer Structure, Duller Responses
This alacrity is partly due to the fact that BMW engineers avoided piling on weight in spite of the 2.0-inch wheelbase stretch and the 3.7-inch gain in overall length. To counteract the negative influence of more suspension rubber, the fully steel unibody’s torsional stiffness is a commendable 30 percent higher. Although the suspension systems are carry-over in design—struts in front, multilink in back—every component has been fiddled with in some way to suit the new mission.
In addition to the slightly duller turn-in agility, we detected a brake pedal that’s a touch softer underfoot. Quicker stops require a mix of pedal pressure and travel in contrast to the mainly pressure-sensitive response provided by the E90’s setup. The 335i upgrades the 328i’s floating front brake calipers to more-rigid fixed four-piston calipers, which might erase this gripe.
Two power-assisted rack-and-pinion steering systems are offered. Base equipment is the speed-sensitive Servotronic arrangement that has been available in the 3-series for ages. Replacing the evil “active steering” option, which had the bad habit of changing its ratio at precisely the wrong moment, there’s a new variable sports steering option. Using rack teeth cut at different helix angles, this gear provides a ratio of 14.5:1 on-center for poised straight-line stability and control, with a quicker 11.1:1 ratio at the extremes of steering lock to expedite parking maneuvers. An electric motor connected to the rack through a toothed rubber belt provides power assist proportional to vehicle speed and the tempo of the driver’s steering commands. The variable sports steering trims the Servotronic’s 2.7 turns lock-to-lock down to a more wieldy 2.2 turns. Steering feedback is comparable to that of the outgoing 3-series, in spite of the noticeable reduction in effort. The new steering system’s quicker ratios compensate nicely for the loss of response that—at least theoretically—accompanies any wheelbase increase





Sunday, July 29, 2012

Scion FR-S Race Prototype

Scion only recently unveiled the FR-S sports car - the American version of the Toyota GT 86 - and their racing arm is already unleashing the FR-S Race Car - a racing prototype developed in cooperation with GReddy. The Scion FR-S Race Car made its debut at the 2012 Detroit Auto Show, but will be making its racing debut in the 2012 Formula DRIFT series with veteran driver, Ken Gushi, behind the wheel.
The FR-S Race Car was obviously inspired by the street version, but it will be further adopted for the race track. It will get an improved aerodynamic kit, racing livery, a larger rear wing that will maintain stability at high speeds, and of course, a racing oriented interior with a roll cage that will ensure security in case of a crash. The most impressive part, however, is that the FR-S Race Car will develop an impressive 600 HP - up from the car’s standard 200 HP.
Source : www.topspeed.com







Review 2002 Ford Explorer Interior

Ford's Explorer has dominated the SUV market since its introduction in 1990. Designed to appeal to the broadest spectrum of buyers possible, Explorer's proven to be a goldmine for the Blue Oval folks. Still, it was getting a bit long in the tooth during the last couple of years. Thus, a complete redesign for 2002.
There are four trim levels available: XLS, XLT, Eddie Bauer and Limited. The majority of Explorers sold are XLTs. If you want your Explorer to be as special as possible, step up to the Eddie Bauer or Limited. These models come standard with added luxury feature content like heated leather seats, automatic climate control and an in-dash six-disc CD changer. Standard safety features on all models include ABS with electronic brake distribution and a Securilock passive anti-theft system. Safety options worth considering are side curtain airbags and a Reverse Sensing System.
Explorer comes with either a 4.0-liter V6 making 210 horsepower or a new 4.6-liter V8 pumping out 240 ponies. Both engines are mated to a five-speed automatic transmission and the V8 offers copious, refined power delivery, but unimpressive mileage numbers.
Explorer has been made over inside and out, and the results are pleasing. Outside, it sports larger, clear lens headlights, integrated bumpers and blacked-out B- and D-pillars, giving it a cleaner look.
But the most significant changes are found inside and underneath. An all-new independent rear suspension featuring a unique porthole-in-frame design debuts this year. This setup allows the rear floor to drop 7 inches - thereby making room for an optional third-row seat - while increasing ground clearance to 9.2 inches. Cargo volume is 88 cubic feet with the five-passenger configuration and 81.3 cubes with the third-row seat installed.
The all-new suspension also pays off in improved ride and handling characteristics. The Explorer now feels more stable on the road and exhibits flatter cornering capabilities. A 2.5-inch wider stance and 2-inch longer wheelbase improve handling even more, while increasing interior room.
Other nifty improvements for 2002 include larger door openings with a lower step-in height for ease of entry and exit, a stiffer body shell and a lower front bumper for better crash compatibility with smaller vehicles. Later in the model year, rollover protection sensors and a new AdvanceTrac traction/stability control system will be available on Explorer.
Ford's bestseller may have fallen on hard times with the Firestone tire scandal in 2000, but this year's thorough redesign should go a long way in keeping America's favorite sport-ute at the top of its game.
Source : www.edmunds.com

Under the hood

2002 Ford Explorer cargo Safety and Security

2002 Ford Explorer Walnut Dash Kit

 2002 Ford Explorer interior

2003 Ford Explorer InteriorSeating. Pre-owned: 2002-2005Ford Explorer

2005 Ford Explorer Interior. Pre-owned: 2002-2005 Ford Explorer


Friday, July 27, 2012

2013 Audi R8 Review and Price The Car

The 2013 AUDI R8 is one of the latest version of 2013 AUDI. The company has announced that they will be revealing an updated version for the current 2013 AUDI R8 during the coming year. The 2013 Audi R8 will be similar to the current variant in a number of aspects, but  it will also have some major changes which will have certain advantages over the current version.
The 2013 AUDI R8 will also trade its six-speed single-clutch automated transmission for a seven-speed dual-clutch unit. Meanwhile, power from the 5.2-liter V-10 engine will climb from 525 hp to 540 hp. The Audi will launch a limited-run, electric RSe version of the R8 in late 2012.
It may be based on the plug-in hybrid architecture previewed by the e-tron concept cars. At the top of the upgrade list, you would see a new seven speed dual clutch gearbox, replacing the 6 speed automatic. The 2013 AUDI R8 customers have had certain grouses where the current version’s six speed is concerned and this new gearbox should do away with this criticism. A 2013 Audi R8 will retain its V8′s and V10′s respectively, but expect the new one’s to be retuned to churn out more power than the current variant. Thanks to the new seven-speed dual clutch, you will also get a better mileage. Finally Audi has also announced that they will be launching a new electric version of R8 which will be known as RSe for which further details are awaited. The 2013 AUDI R8 Prices soon be Revealed.
Source : www.hottestautoautoconautista.blogspot.com
 






Thursday, July 26, 2012

2012 Ford C-MAX

Put aside your mom-mobile prejudices for a moment, and take a look at Ford’s latest attempt at a minivan, the C-Max. Coming here in early 2012, our C-Max is called the Grand C-Max in Europe; over there, the plain C-Max name is applied to a shorter, five-seat version, which we won’t be getting. Both share underpinnings with the 2012 Focus, but the wheelbase of the Grand is stretched by 5.5 inches, to 109.8.
If you’ve already looked at the pictures, you’ve noticed that the C-Max has two sliding doors. By most popular definitions, this makes it a minivan, the lamest of automotive descriptors. Ford, however, is not worried that the C-Max will be uncool. Jim Farley, Ford’s V-P of global marketing, service, and sales, believes the Millennial Generation will make different choices than did its parents. The SUV boom was fueled in part by an aversion to boxy minivans. But the kids that grew up in those SUVs never grew to loathe the minivan as the generation before them did. Thus, the C-Max target buyer sees sliding doors as a convenience—at least that’s what Ford hopes. Whatever customers ultimately decide, the C-Max differs from modern minivans in a few ways. For starters, it’s smaller, more the size of the Mazda 5 than the Honda Odyssey. At 178.0 inches long, the C-Max is two feet shorter than the Honda and 3.5 inches shorter than the Mazda. The C-Max has a wagonlike two-box silhouette instead of the monobox-on-wheels look of modern minivans.
The C-Max officially holds seven passengers, but the seating configuration is best described as five-plus-two. The two most rearward seats lack headroom for adults—although they would be adequate for short trips—but smaller children should fit fine. Keeping the third row folded keeps cargo capacity reasonable, as the van accommodates 25 cubic feet behind the second row; only three cubic feet remain in seven-passenger mode. Fold every seat, and a magnetic cover flops over the stowed seatbacks to create a flat load floor and deliver 60 cubes of storage.Three Rows, but Only Two Full-Size
For those who need all three rows, the sliding second row is home to the C-Max’s best trick, whereby the center seat can be stored under its passenger-side neighbor. You simply slide the middle perch forward (the second-row bench is split 40/20/40), pop up the outboard seat’s bottom cushion, and flip the middle seat into place. This allows access to the third row without folding the second forward; child seats can then be left installed in the middle row without losing the versatility of the rearmost seats.
The interior materials in the top-of-the-line Platinum trim level we drove on our preview were excellent, with high-quality plastics and a pleasing amount of aluminum-look trim. The instrument panel is nearly identical to that of the upcoming Focus, which means it packs more character and excitement in its dashboard than most minivans do in their entirety.
As mentioned above, the C-Max won’t be coming to the United States until early 2012. With the final North American product so far out, there are some details Ford has yet to reveal. The company tells us the U.S.-market C-Max will be powered by a 1.6-liter EcoBoost turbocharged four making 148 hp and 177 lb-ft (199 lb-ft with a Porsche-like temporary-overboost function); other engine options haven’t been confirmed, including the possibility of a 2.0-liter EcoBoost. European models get a higher-output, 177-hp version of the EcoBoost, as well as two diesel engines and a naturally aspirated 1.6-liter pulled from the Fiesta. It is unlikely that the naturally aspirated engine will be offered here, and the diesels would probably be too expensive. Ford is strangely quiet on the topic of transmissions, other than saying there won’t be a manual for our market. We’ll get a six-speed automatic, but Ford won’t say whether that transmission is a version of its dual-clutch PowerShift or a conventional autobox. Based on our experience with the PowerShift in the Fiesta, either option will give the same basic driving experience—smooth, but slow to change gears.EcoBoost, Of Course
How about fuel efficiency and cost? Ford’s focus group (no pun intended) said it would be really happy with 30 mpg highway. That would top the automatic Mazda 5’s by 3 mpg. As for price, the Mazda starts just above $20,000 with an automatic and tops out at nearly $30,000. Ford representatives said the C-Max will come well equipped for $25,000. It remains to be seen how much of the C-Max’s potential is realized when it arrives stateside. But it’s safe to say we haven’t been looking forward to a minivan this much in a long timeOur preview gave no opportunity to drive the C-Max exactly as it will appear here, although we were able to cobble together an impression from the two vehicles available to us: a Grand C-Max (our C-Max) fitted with a diesel engine and the dual-clutch gearbox, and the smaller, Euro C-Max with the EcoBoost engine. The EcoBoost offers good low-end torque and minimal turbo lag. We expect the larger van bound for our shores to turn in a 0-to-60-mph time just below 10 seconds. Handling is good, albeit with the “for a tall wagon” disclaimer, but anyone used to driving small SUVs or larger minivans will be impressed with the carlike characteristics. When our C-Max goes on sale, the summer tires we sampled will be swapped for all-seasons, but the ride and handling targets are the same. We’ve heard that story before, and in the end, the Fiesta didn’t turn out quite as lively as its European twin. But the C-Max should fare better, if only because our expectation of driving thrills in a people mover is pretty low.
Source : www.caranddriver.com






Ford Escape Recall 2013 Review

Ford is conducting a voluntary safety recall of certain 2013 model-year Escape compact crossovers over concerns that carpet padding mispositioned during installation may interfere with braking.
A notice on the National Highway Traffic Safety Administration (NHTSA) site lists the number of vehicles potentially affected in the U.S. at 8,266. Affected vehicles were built at the Louisville Assembly Plant from March 8, 2012 through June 7, 2012.
Source : www.thecarconnection.com







Wednesday, July 25, 2012

BMW Compact Review

Time was the BMW Compact was the runt of the litter. Old technology and hand-me-down underpinnings from earlier big brothers. A shape that looked like a rejected first thought on an envelope. In fact, to many, this loss leader for the BMW brand totally let the whole name down. 


As a way to make BMWs more accessible to the masses, it might well have turned a good number of buyers off the badge altogether if it was their first experience of owning one.

No longer. When they delivered a gold version of the latest Compact for me to try, I was immediately taken by it. Even if the interior, in a fairly racy material and trim combination of black and yellow, might not be the first thing I’d want the morning after a heavy night on the town.

First, the visual improvement - the old shortbutt that reminded of an Allegro hatchback is no more. There are proper curves, and a more than coupe look. At the front end, what we now know to have been precursor details to the recent upgrading of the 3-Series proper provides a more definite image, and the whole sculpt of the fender/wheelarch adds a nice muscular look to the overall car, as do the outcurves on the rear wheelarches.

Inside, the driver’s area is definitely for the driver, an impression visually reinforced by the dashboard ‘awaycurve’ on the passenger’s side and the wide centre console between the two seats holding the gearshift and a pair of switches. there’s a fairly deep distance to the scuttle line, but BMW didn’t succumb to the temptation of adding a recess or two for papers or pens that might distract from the driving.


The instrument cluster itself is traditional 4-dial, very clear, and without any visual interference by the wheel rim. That wheel is a good feel, nicely adjustable, and with the range of seat movement available there’s little problem with anyone finding a decent driving position.

A small point of praise: the left footrest is large, wide, and at just the right angle. So many designers just don’t get this right, and in the stop-go driving conditions of today’s Ireland, it is very necessary that any opportunity to properly rest that clutch foot can be properly availed of.

The engine when started and poked is pleasantly noisy, in a nice engineering kind of way. Something like the ‘song’ of the Alfa, for instance. If we’re talking performance image, it needs to be heard in some non-raucous way. The 1.8-litre is a 115bhp unit, and pretty frugal with the fuel up to around 41mpg because of the BMW patented Valvetronic engine breathing system (using different valve ‘lift’ characteristics depending on load demand).

A morning in the Wicklow Mountains putting the Compact through its paces showed a quantum improvement in handling, ride, and general composure. As most of the time we drive FWD cars, the feel and characteristics of - not to mention the fun factor - of BMW’s traditional RWD takes a little time for reacquaintance but then rewards. It is clear that the makers didn’t want ever again to be labelled as ‘cheapskate’ for even its lowliest offerings.

The combination of tight steering, ‘point and poke’ cornering capability, and a morning as sunny as was the exterior paintwork of the review car reminded of the almost-lost belief that motoring, despite those who would have it made as anti-social as is perceived smoking, can be, and should be, fun still.

And at around £24,000 for the ‘basic’ Compact, it’s not OTT in the price ladder. It is so good that I suspect it may even cannibalise some potential sales from its full brothers, because, now, BMW Compact equates with sporty as well as just a badge leading less than best.
Source : www.irishcar.com






BMW 320d Review Top Gear

Four years ago I bought a 1983 BMW 3-series. A fine machine it was, too; the 2.0-litre engine ran sweetly, and even after more than two decades in action the car was mostly free of creaks and rattles, signalling some excellent build quality.
If there was a downside, it was the colour – or rather the colour combination. Nicknamed Gordon, it was brown inside and out. Everything, including the steering wheel, dash, seats and carpet were coloured like puppy poo. If you could have bought brown tyres then I'm sure the original buyer would have ordered those too.
Fast forward to 2011 and there's something all too familiar about the latest 3-series, the sixth generation of BMW's best-selling model. It appears that brown is back, only now it's called "Sparkling bronze" and adorns the 320 diesel version of BMW's new junior exec. Tentatively, I ease open the door to confirm my suspicions that, yes, indeed, the interior is brown too - right down to the dials.
In an instant the task faced by the latest 3-series has just got considerably more difficult, for not only must it prove itself better than its contemporary rivals and the model it replaces, but it must also surpass my rose-tinted memories of an extremely faithful saloon from 1983.
We'll start with the styling, an area where Gordon, with its sharp lines, slim hips and focus on efficiency through light weight makes its modern namesake look rather large. Where the old-timer's snout is a perfect right angle, the new car's droops as if it needs watering. It's a shame because the rest of the design is a triumph, albeit a fairly restrained upgrade from what's gone before.
Source : www.telegraph.co.uk






x6 BMW Interior

In the BMW X6, all seats offer exclusive comfort, perfect ergonomics and excellent lateral support. The standard driver and front passenger seats can be raised, lowered and angled electrically, while the optional, fully adjustable electric sports or comfort seats provide even higher levels of individual comfort. Rear passengers can enjoy two comfortable seats supplied as standard with sporty individual seat character and drink holders in the centre console. A 5-seat option available on request allows you to expand the rear compartment by adding an extra seat. This equipment option also includes three integrated headrests and three-point belts on all seats.
Source : www.bmw.com




bmw x6 sar pics


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