Lamborghini ,British Ford,Ferrari ,Smart Cars ,Dodge ,Dodge Viper ,Porsche ,Boxster ,Jaguar
Chrysler, BMW ,Mini Cars
Chrysler, BMW ,Mini Cars
Peugeot 908
The Peugeot 908 HDi FAP is a sports-prototype racing car built by the French automobile manufacturer Peugeot to compete in the 24 Hours of Le Mans endurance race starting in 2007.[1] This effort, in development since 2005, was publicly unveiled on 15 June 2006. It will compete with the Audi R10, being the second diesel sportscar from a major manufacturer. This will also be Peugeot's first Le Mans effort since the end of the Peugeot 905 project in 1993.The 908 name is also shared with a Peugeot concept sedan, named the 908RC, which shares the diesel V12 engine from the 908 sportscar. The Peugeot 908 is not to be confused with another sportscar of the same name that raced in the 1960s, the Porsche 908.
Racing history
The Peugeot 908 made its race debut at the opening round of the 2007 Le Mans Series season, the 1000km of Monza. The twin 908s were very quick in qualifying, managing to take the top two spots by over a second from the nearest competitor. During the race the Peugeot lead nearly the entire race, although the #8 car of Lamy and Sarrazin suffered numerous difficulties with its doors, leaving them to finish third. However the #7 908 of Gené and Minassian held on to take victory in the 908's debut.On the 3rd of June 2007, Peugeot managed to best the Audi R10 diesel, setting a Le Mans test day lap time of 3:26.707. This was followed by Peugeot earning pole position on Le Mans qualifying with a 3:26.344 set by Stéphane Sarrazin, again beating Audi - although it is believed Audi did not go as fast as they could, unlike Peugeot (in the race, where the cars were faced directly for the first time, the Audi R10's were obviously faster than the Peugeots on the straights and much more stable and less forcing on the corners). In the race itself the #8 Peugeot managed to finish second to the Audi R10 after covering 359 laps. The #7 Peugeot sister car had to withdraw from the race in the final hour due to engine failure.[6] When the stricken car reached the pits for the second time, Peugeot mechanics made no effort to resolve its problems and simply withdrew it from the race.The Peugeot 908 HDi hit 339 km/h on the Mulsanne Straight in 2007, which was the equal of the Audi R10 TDi. why all ppl need new cars what about the USED CARS ....??
Nissan
Nissan Maxima
The seventh generation of Nissan's flagship Maxima sedan revives the four-door sports car (4DSC) moniker coined by the company nearly two decades ago. Said to impart a feeling of 'liquid motion', the exterior design of the new car is conservative, but as Bruce Campbell, Vice-President of Design at NDA told CDN, it is unmistakably a Maxima. Designed initially by Giovanni Arrobia at NDA in La Jolla, California, the exterior also features input from Campbell and Doug Wilson. "It's a group effort," said Campbell, "Giovanni showed me his initial design and I did a couple of sketches and we compared notes.""The design is fluid but controlled, it's not overstated." Campbell continued, "I think you can capture this as if a child could draw this car, he'd probably strike a couple of lines that would make this a very wheel-oriented car, but not in a traditional round way. And then have these mysteriously disappear into a very fluid body section, punctuated by a striking front and iconic rear."Riding on a wheelbase that is 48mm shorter, the new car is 38mm wider and has a 36mm/30mm wider front and rear track than the previous generation Maxima. It features a distinctive front face, accentuated by the unique headlamps. "It's a very purposeful front headlight," said Campbell. "The form follows the function here, the turning lamp has to be on the front." The swooping curves over the hood and the mass volume of the front and rear are complemented by a taut shoulder line running the width of the car, accentuating the rear haunch. The interior is a very personal space that seeks to emphasize the 'sport car' aspect. Designed at Nissan's Atsugi Design Center in Tokyo, Campbell is quick to point out that the designers worked closely together with the exterior designers in California. "Both new exactly how to reflect each other."
The seventh generation of Nissan's flagship Maxima sedan revives the four-door sports car (4DSC) moniker coined by the company nearly two decades ago. Said to impart a feeling of 'liquid motion', the exterior design of the new car is conservative, but as Bruce Campbell, Vice-President of Design at NDA told CDN, it is unmistakably a Maxima. Designed initially by Giovanni Arrobia at NDA in La Jolla, California, the exterior also features input from Campbell and Doug Wilson. "It's a group effort," said Campbell, "Giovanni showed me his initial design and I did a couple of sketches and we compared notes.""The design is fluid but controlled, it's not overstated." Campbell continued, "I think you can capture this as if a child could draw this car, he'd probably strike a couple of lines that would make this a very wheel-oriented car, but not in a traditional round way. And then have these mysteriously disappear into a very fluid body section, punctuated by a striking front and iconic rear."Riding on a wheelbase that is 48mm shorter, the new car is 38mm wider and has a 36mm/30mm wider front and rear track than the previous generation Maxima. It features a distinctive front face, accentuated by the unique headlamps. "It's a very purposeful front headlight," said Campbell. "The form follows the function here, the turning lamp has to be on the front." The swooping curves over the hood and the mass volume of the front and rear are complemented by a taut shoulder line running the width of the car, accentuating the rear haunch. The interior is a very personal space that seeks to emphasize the 'sport car' aspect. Designed at Nissan's Atsugi Design Center in Tokyo, Campbell is quick to point out that the designers worked closely together with the exterior designers in California. "Both new exactly how to reflect each other."
Honda CR-V
Honda CR-V
Honda has released details of the all-new CR-V, which will be launched at the Paris Motor Show later this month. It aims to offer a driving experience as good as a D-sector saloon car, with improved equipment levels and Honda's latest advanced safety technology. The previous two generations of CR-V were based on Civic platforms and the latest all-new model continues that concept, being based on the new Civic architecture launched last year. A lower centre of gravity (reduced by 35mm), wider stance (increased by 30mm) and a number of changes to steering and suspension geometry have all helped to enhance the CR-V's handling characteristics.
Honda CR-V (2001-06)
Specification
Two engines will be available from launch, a 2.0-litre petrol or a 2.2 diesel engine. The all-new 2.0L petrol engine is based on the 1.8-litre SOHC i-VTEC from the Civic range and features latest VTEC and friction reduction technologies, plus the delayed closure of the intake valves combined with a wide open throttle valve during low-load driving conditions. Maximum power is 150 PS at 6,200 rpm (lower in the rev range than the current 2.0), while torque is 190Nm (140lb.ft) at 4,200 rpm.
Petrol engine models are also equipped with brand new transmissions: all manual gearboxes are 6-speed, while a 5-speed automatic is also available. The efficiency of the engine, together with improved aerodynamics and new gearboxes, have boosted fuel economy figures. Performance is also enhanced, with the 0 to 62mph time dropping from 10.8 to 10.2 seconds (manual) and from 13.1 to 12.2 seconds (automatic). Honda's celebrated 140PS 2.2-litre i-CTDi diesel continues; but as aerodynamic efficiency is improved by 12 per cent, fuel economy is further improved.
While the on-road capabilities of the CR-V are much-improved, its off-road skills have been tweaked as well, with a revised Real Time 4WD system that detects front wheel slip and promptly sends torque rearwards. The new dual-pump system can transfer 20 per cent more torque compared to the existing unit. This 4WD set-up not only allows light off-road driving, but also helps maintain stability on the road - in snow or other slippery conditions, for example.
Two active safety systems are available on the new CR-V, which are claimed to be unique to the SUV segment. The first, Adaptive Cruise Control (ACC) is a radar-controlled cruise control function which maintains a set distance to the vehicle in front, while Collision Mitigation Braking System (CMBS) predicts collisions and warns the driver, before applying strong braking and retracting the front seatbelts if the situation becomes critical. Active Front Lighting (AFS) - headlights that turn to illuminate the road in the direction the vehicle is heading - also make their way onto the CR-V for the first time, as does Trailer Stability Assist (TSA), which together with Vehicle Stability Assist (VSA) ensures that towing safety is continuously monitored and corrected. Towing capacity on the diesel-engined CR-V is now increased from 1500kg to a very competitive 2000kg.
Top versions of the CR-V will feature a panoramic glass roof - similar to that found on the Civic - which provides an even lighter cabin. Depending on grade, more premium equipment is available, including a driver's 8-way adjustable power seat, leather upholstery, 19-inch alloy wheels, front and rear parking sensors and a rear view camera.
Design
The design of the new CR-V has changed to a more sophisticated car-like profile that's much more �styled' than previous CR-Vs, especially compared to the previous, slab-sided model from 2001 that was notably bland (yet actually sold very well). The bodyside has a deep swage line, with softly sculpted lower body sides and prominent wheelarches. While the car has a more dynamic stance - emphasised by the car's wide track and 17- or 18-inch wheels - the overall theme reminds one somewhat of the outgoing BMW X5.
The front is the most striking part of the design, with a distinctive double grille as the focal point, flanked by projector-style headlights and a large bumper. The rear is more conventional, still with characteristic vertical taillamps but now with a notably raked rear screen, thus emphasising the sporty aspect of the new CR-V. The spare tyre is repositioned under the rear floor (as on the new Freelander 2) and the trunk is extended rearwards to make use of this extra space, now accessed by a conventional tailgate rather than a side-opening door.
While the coupe-like tapering DLO is the biggest break from the old CR-V formula, it's not such a unique graphic, having been seen before on the Honda Stream a few years ago and also the original Renault Scenic. Other SUVs have toyed with this coupe-like cabin profile too, such as the Infiniti FX, Lexus RX300 or Audi Q7 but they're all a class or two above the CR-V so it's interesting to see this theme drift down to a compact SUV model for the first time.
Inside the cabin, accommodation remains generous and the dimensions are similar to the previous CR-V. Design cues from the Accord and Civic models include blue illuminated instruments, a 3-spoke steering wheel, metallic inserts on the dash and doors that contrast with soft textured black trim. Front seats are larger and more comfortable and the steering column is now adjustable for reach as well as rake. Relocation of the gear lever to the base of the centre console brings it closer to the steering wheel and creates more floor space. Added flexibility is provided by a novel 'Double Deck' luggage area, created by a shelf that sits at a height of 330mm above the load floor. It means luggage can be subdivided, with that on the lower level being more easily accessible.
Conclusion
The outgoing model sold well in all markets, set new standards in the compact SUV sector and was regarded as the benchmark vehicle for its impressive road manners and versatility. The latest CR-V aims to be even better on the road, has a more sophisticated interior and is even more practical, especially for towing. The CR-V has always been one of the most 'car-like' SUVs on the market, with no pretence at great offroad capability and, with the market becoming increasingly crowded, Honda has repositioned the new car in a more superior, Hi-Tech direction that gives it a stronger personality and moves the compact SUV sector on a step further.
Honda has released details of the all-new CR-V, which will be launched at the Paris Motor Show later this month. It aims to offer a driving experience as good as a D-sector saloon car, with improved equipment levels and Honda's latest advanced safety technology. The previous two generations of CR-V were based on Civic platforms and the latest all-new model continues that concept, being based on the new Civic architecture launched last year. A lower centre of gravity (reduced by 35mm), wider stance (increased by 30mm) and a number of changes to steering and suspension geometry have all helped to enhance the CR-V's handling characteristics.
Honda CR-V (2001-06)
Specification
Two engines will be available from launch, a 2.0-litre petrol or a 2.2 diesel engine. The all-new 2.0L petrol engine is based on the 1.8-litre SOHC i-VTEC from the Civic range and features latest VTEC and friction reduction technologies, plus the delayed closure of the intake valves combined with a wide open throttle valve during low-load driving conditions. Maximum power is 150 PS at 6,200 rpm (lower in the rev range than the current 2.0), while torque is 190Nm (140lb.ft) at 4,200 rpm.
Petrol engine models are also equipped with brand new transmissions: all manual gearboxes are 6-speed, while a 5-speed automatic is also available. The efficiency of the engine, together with improved aerodynamics and new gearboxes, have boosted fuel economy figures. Performance is also enhanced, with the 0 to 62mph time dropping from 10.8 to 10.2 seconds (manual) and from 13.1 to 12.2 seconds (automatic). Honda's celebrated 140PS 2.2-litre i-CTDi diesel continues; but as aerodynamic efficiency is improved by 12 per cent, fuel economy is further improved.
While the on-road capabilities of the CR-V are much-improved, its off-road skills have been tweaked as well, with a revised Real Time 4WD system that detects front wheel slip and promptly sends torque rearwards. The new dual-pump system can transfer 20 per cent more torque compared to the existing unit. This 4WD set-up not only allows light off-road driving, but also helps maintain stability on the road - in snow or other slippery conditions, for example.
Two active safety systems are available on the new CR-V, which are claimed to be unique to the SUV segment. The first, Adaptive Cruise Control (ACC) is a radar-controlled cruise control function which maintains a set distance to the vehicle in front, while Collision Mitigation Braking System (CMBS) predicts collisions and warns the driver, before applying strong braking and retracting the front seatbelts if the situation becomes critical. Active Front Lighting (AFS) - headlights that turn to illuminate the road in the direction the vehicle is heading - also make their way onto the CR-V for the first time, as does Trailer Stability Assist (TSA), which together with Vehicle Stability Assist (VSA) ensures that towing safety is continuously monitored and corrected. Towing capacity on the diesel-engined CR-V is now increased from 1500kg to a very competitive 2000kg.
Top versions of the CR-V will feature a panoramic glass roof - similar to that found on the Civic - which provides an even lighter cabin. Depending on grade, more premium equipment is available, including a driver's 8-way adjustable power seat, leather upholstery, 19-inch alloy wheels, front and rear parking sensors and a rear view camera.
Design
The design of the new CR-V has changed to a more sophisticated car-like profile that's much more �styled' than previous CR-Vs, especially compared to the previous, slab-sided model from 2001 that was notably bland (yet actually sold very well). The bodyside has a deep swage line, with softly sculpted lower body sides and prominent wheelarches. While the car has a more dynamic stance - emphasised by the car's wide track and 17- or 18-inch wheels - the overall theme reminds one somewhat of the outgoing BMW X5.
The front is the most striking part of the design, with a distinctive double grille as the focal point, flanked by projector-style headlights and a large bumper. The rear is more conventional, still with characteristic vertical taillamps but now with a notably raked rear screen, thus emphasising the sporty aspect of the new CR-V. The spare tyre is repositioned under the rear floor (as on the new Freelander 2) and the trunk is extended rearwards to make use of this extra space, now accessed by a conventional tailgate rather than a side-opening door.
While the coupe-like tapering DLO is the biggest break from the old CR-V formula, it's not such a unique graphic, having been seen before on the Honda Stream a few years ago and also the original Renault Scenic. Other SUVs have toyed with this coupe-like cabin profile too, such as the Infiniti FX, Lexus RX300 or Audi Q7 but they're all a class or two above the CR-V so it's interesting to see this theme drift down to a compact SUV model for the first time.
Inside the cabin, accommodation remains generous and the dimensions are similar to the previous CR-V. Design cues from the Accord and Civic models include blue illuminated instruments, a 3-spoke steering wheel, metallic inserts on the dash and doors that contrast with soft textured black trim. Front seats are larger and more comfortable and the steering column is now adjustable for reach as well as rake. Relocation of the gear lever to the base of the centre console brings it closer to the steering wheel and creates more floor space. Added flexibility is provided by a novel 'Double Deck' luggage area, created by a shelf that sits at a height of 330mm above the load floor. It means luggage can be subdivided, with that on the lower level being more easily accessible.
Conclusion
The outgoing model sold well in all markets, set new standards in the compact SUV sector and was regarded as the benchmark vehicle for its impressive road manners and versatility. The latest CR-V aims to be even better on the road, has a more sophisticated interior and is even more practical, especially for towing. The CR-V has always been one of the most 'car-like' SUVs on the market, with no pretence at great offroad capability and, with the market becoming increasingly crowded, Honda has repositioned the new car in a more superior, Hi-Tech direction that gives it a stronger personality and moves the compact SUV sector on a step further.
Inside Honda
Acura TSX
Acura TSX
Acura's entry-level TSX is virtually identical to the European-market Honda Accord unveiled in Geneva earlier this month, but features a brand-specific grille and additional luxury appointments. Designed at Honda's Design Center in Wako, Japan, the TSX features Acura's signature front face, standard power-operated leather seats, Acura-specific interior lighting and floating dials in the instrument cluster. The suspension had also been revised for American roads. The IP and other interior details remain identical to the Euro Accord as do all the exterior body panels and the rear end design.The new car does, however, differ significantly from the model it replaces, with decisively sportier flair. In addition to being 76mm wider, the new TSX has a 33mm longer wheelbase and is 61mm longer than the vehicle it replaces. Acura claims outward visibility is improved with a slimmer A-pillar design, while functionality and refinement have also been elevated. Additional features include steering-wheel mounted controls, a premium sound system, dual-zone automatic climate control, Bluetooth connectivity, a USB port and AUX jack music interface. An available Technology Package adds a voice recognition navigation system with real-time traffic and weather updates and Acura's own Satellite Communication System.
Acura's entry-level TSX is virtually identical to the European-market Honda Accord unveiled in Geneva earlier this month, but features a brand-specific grille and additional luxury appointments. Designed at Honda's Design Center in Wako, Japan, the TSX features Acura's signature front face, standard power-operated leather seats, Acura-specific interior lighting and floating dials in the instrument cluster. The suspension had also been revised for American roads. The IP and other interior details remain identical to the Euro Accord as do all the exterior body panels and the rear end design.The new car does, however, differ significantly from the model it replaces, with decisively sportier flair. In addition to being 76mm wider, the new TSX has a 33mm longer wheelbase and is 61mm longer than the vehicle it replaces. Acura claims outward visibility is improved with a slimmer A-pillar design, while functionality and refinement have also been elevated. Additional features include steering-wheel mounted controls, a premium sound system, dual-zone automatic climate control, Bluetooth connectivity, a USB port and AUX jack music interface. An available Technology Package adds a voice recognition navigation system with real-time traffic and weather updates and Acura's own Satellite Communication System.
