Monday, October 24, 2011

Simoncelli Lose The Helmet And Died


Severe accidents initiated the MotoGP series in Malaysia. In the second round of the Marco Simoncelli crashed with Colin Edwards and Valentino Rossi.

Super Sic, nicknamed Simoncelli, could not control the bike in a corner 11 is slipped on the track. Unfortunately, Edward, and Rossi, who had gone up last fall.

Edwards and Rossi could increase. Simoncelli, while still lying unconscious with a helmet without directly loaded into an ambulance.
The red flags mark the race was stopped with direct flights as well. I have heard that the race was restarted, but after waiting some time, the Committee was officially canceled.
The Committee held that at this time all the medical equipment management focuses Simoncelli. As for Edward, who suffered a serious shoulder injury.
Time Before Simoncelli DeadDead Marco Simoncelli Crash

Audi q3

Audi Q3
Audi's patented Niche Generation Unit has swung into action once again. Unsurprisingly, there aren't many surprises with Audi's new Q3, unveiled today ahead of next week's Shanghai Motor Show.
The "Q5 minus 20%" was originally mooted as the first in a new compact-lux-SUV segment. But with the likes of the BMW X1, Range Rover Evoque and Mini's Countryman all now up and running, it will be interesting to see how this fairs.
New Audi Q3

Design-wise, save for a bit of nip-tuckery, it's still very reminiscent of the Cross Coupe Quattro concept from the Shanghai show all the way back in 2007. And, of course, reminiscent of every other Audi currently being designed: the gaping chrome-framed mouth, LED daytime running lights, stoned-Darth-Vader taillights and that high-shouldered swage line.
All three engine options will be 2.0-litre four-pot turbos with direct injection and stop/start systems. The TFSI petrol unit comes in two flavours - 168bhp and 208bhp - but you can only get the TDI with 175bhp for now (a 140bhp version's coming later in the year). The diesel and top-spec petrol models get Audi's Quattro four-wheel drive system as standard. The others, which are front drive, can only have it as an option.
Transmission-wise there's a six-speed manual as standard on the lesser petrol engines, everything else gets a seven-speed S-tronic dual-clutch auto. It'll be an option on all Q3s, though.
The interior - where the Q3 will hope to steal a march on the competition - is quintessentially Audi: pop-up sat-nav, plush leather chairs, sinister red lighting and the usual I Can't Believe It's Not Chrome embellishments.
Lots of good stuff on the options list too: Audi Drive Select (lets you adjust the throttle and steering), adaptive xenon lights, hill-hold assist, a 14-speaker Bose sound system, panoramic glass roof, and various blind spot and lane keeping assistance systems. You can also customize the body with either a sporty S-line pack, Allroad-style plastic nappy or an off-road styling kit.
No design revolution then (here's Sniff Petrol's take on the Q3), yet we imagine this is going to sell rather well. Thoughts?

Saturday, October 8, 2011

Hyundai Eon

Hyundai Eon, the all-new entry-level small car from the South Korean carmaker, will be launched in India in October!
The second largest car manufacturer in India, Hyundai Motors India, is all set to take the wraps off its latest product, the all-new city-car called Eon. New Hyundai Eon will be the smallest car Hyundai has ever produced and is targeted at the first time buyers!
According to latest report in The Economic Times, Hyundai’s long-awaited entry-level car will make its official public premiere in October next month, while sales will commence shortly after its official unveiling ceremony.
The report also revealed that the city-car will adopt design elements based on Hyundai’s Fluidic Sculpture design philosophy and will look more upscale than any other rival in the segment, including Suzuki Alto and Tata Nano.

In addition, the new model is expected to raise the bar for the small-sized cars in India by offering a plethora of features ussually found on larger cars. Those include front and side airbags, keyless entry, power windows, fog lamps, central locking and two-tone interior.
Hyundai India Sales and Marketing Director Arvind Saxena believes that there is no other car in the segment that is comparable with new Hyundai Eon. Although its a small car in size, it offers a very spacious cabin with large boot, something that you get only in larger cars.

Developed at Hyundai’s research & development headquarters in Korea and India over the past four years, the new Eon will be powered by a brand-new 814-cc three-cylinder engine, which generates 56 horsepower at 5.500 rpm and 7.6 kgm of torque at 4,000 rpm. Reportedly, the super-efficient 0.8L petrol engine achieves a mileage of 21.1 km, making the new Hyundai Eon the most fuel-efficient car in the segment!

2011 Honda CBR250R

The new CBR250R mimics the lines of its sporting Honda kin  like the VFR1200  but the big question remains: How much will the entry-level CBR costHonda will take a stab at the entry-level sportbike market with its 2011 CBR250R. The 250 CBR gets its first taste of American shores where it will directly challenge Kawasaki’s genre-defining Ninja 250R.

A liquid-cooled 249.4cc Single powers the CBR250R (Ninja 250 is a Parallel Twin), with a 76mm bore and 55mm stroke. A four-valve head tops the Single, actuated by dual overhead cams. Smoothing out the Single’s inherent vibes is a counterbalanced shaft. Where the Ninja 250R is carbureted (to reduce costs and keep price as low as possible), the CBR will utilize Honda’s programmed fuel injection (PGM-FI). A six-speed gear box will divvy out the power, with a final chain drive.

Honda brings its 250 sportbike to the U.S. with the new 2011 Honda CBR250R.
The new CBR’s chassis features a non-adjustable 37mm fork, with Honda’s Pro-link rear suspension offering five-position preload adjustment. Steering geometry consists of a 25-degree rake and 95mm (3.74 inches) trail. Wheelbase is 53.9 inches, while seat height rings in at 30.9 inches. A small bike, the CBR250 rolls on street standard 17-inch wheels, with a claimed curb weight of 359 pounds (Ninja 250 375 pounds).

Braking comes via a single 296mm front disc with a two-piston floating Nissin caliper. Out back a second disc, 220mm, has a single-piston caliper putting on the squeeze. The big news in the braking, however, is the 2011 CBR250R’s optional combined ABS. The combined ABS system adds another piston to the front braking arrangement, with the rear pedal actuating a combined braking force front and rear. The front brake operates independently. 

2011 Honda CBR250R ABS
Stylewise the new CBR looks an awful lot like the new VFR1200, particularly the layered fairing. Instrumentation behind the tallish windscreen is an analog tach sitting atop a digital speedo, which is centered on the blue backlit LCD area.

The biggest question mark with the little Honda is its price tag, which is still to be determined. Kawasaki’s Ninja 250R retails for $3999. Recently speaking with Kawasaki reps, we learned the Japanese marque is willing to break even on the 250 with the rationale that a Ninja 250 purchase today equals a Ninja ZX-6R or ZX-10R purchase tomorrow. And how integral is the Ninja 250 in the Kawasaki lineup? It’s the top-selling unit!

"This is really an amazing machine we're adding to Honda's list of models for 2011," said Honda Powersports Press Manager Bill Savino. "The CBR250R is specifically aimed at new riders, yet it's packed full of high-tech features and offers great performance, all in a lightweight, affordable package. This new model expands another segment of the market for Honda buyers." 

True, the 250 power and performance may not generate as much excitement as near 200 horsepower production Superbikes, but the little CBR250R is Honda’s biggest news in the 2011 sportbike model lineup. The CBR250R will be built in Thailand and launched globally in November.

2011 Honda CBR250R Specifications
Engine Type: Liquid-cooled, four-stroke single-cylinder four-stroke
Displacement: 249.4cc
Bore and Stroke: 76mm x 55mm
Compression ratio: 10.7:1
Valve Train: DOHC; four valves per cylinder
Fueling: PGM-FI, 38mm throttle body
Ignition: Computer-controlled digital transistorized with electronic advance
Transmission: Six-speed
Suspension Front: 37mm fork
Suspension Rear: Pro-Link single shock with five-position preload adjustment
Brakes Front: Single 296mm disc with two-piston Nissin calipers
Brakes Rear: Single 220mm disc with single-piston caliper
Optional ABS
Tires Front: 110/70-17 radial
Tires Rear: 140/70-17 radial
Rake/Trail: 25.0 degrees / 95mm (3.74 inches)
Wheelbase: 53.9 inches
Seat Height: 30.9 inches
Fuel Capacity: 3.4 gallons
Colors: Metallic Black, Red/Silver
Curb Weight: 359 pounds / 368 pounds (ABS)

Thursday, October 6, 2011

The Honda Brio

The Honda Brio will be launched around September 2011 – that’s the latest. So unless you want to wait till then, perhaps you should look at other cars on offer in the marketThe Honda Brio will be launched around September 2011 – that’s the latest. So unless you want to wait till then, perhaps you should look at other cars on offer in the market

honda brio photo gallery
Rumours suggest Honda will name its upcoming small car “Brio” which means “funny small car.” Honda had showcased the small car concept, codenamed CV2, at the Delhi Auto Expo 2010 in January.
The Honda Brio could be powered by a three-cylinder 900 cc engine, perhaps a de-tuned version of the 1.2-litre engine that’s on the Honda Jazz, to offer higher fuel economy and to cut down production costs. The Brio may be equipped with a 5-speed manual and an automatic (CVT type) transmission option as well. Honda’s city car boasts a futuristic design with rear door handles fixed to the frame, as on the Chevrolet Beat.
The B-segment car market in India is already flooded with a slew of new entrants. The success of new cars such as the Ford Figo, Chevrolet Beat, Volkswagen Polo and Nissan Micra is encouraging global players like Toyota and Honda to introduce new cars.

 Photo: Honda New Small Concept at Auto Expo 2010
Toyota, in fact, had showcased a hatchback and sedan variant of its Etios at the Delhi Auto Expo 2010. The Japanese giant is promoting its small car aggressively before its expected launch in December. And Honda is preparing the Brio to counter the Toyota Etios challenge. However, no launch dates have been announced with rumours pointing to a possible launch next year. There are also speculations that Honda will launch the Brio first in Thailand in March 2011 and then roll it out in India during the second half of 2011. This can be backed by the fact that Honda India is still undecided about commencing assembly operations at the company’s second plant in Rajasthan.
It has to be noted that Toyota’s 1.4-litre diesel which performs duty on the Corolla Altis diesel, offering an incredible 21 kmpl (as per ARAI), will also power the Etios. Hence, the Etios with its fuel-efficient diesel mill will pose a big threat to Maruti’s Swift diesel and the Ford Figo diesel. Honda, on the other hand, uses advanced iVTEC petrol engines, which are extremely refined and perform silently thanks to Honda’s top-notch sound-damping materials. This could give the Brio a slight edge over the other small cars such as the Chevrolet Beat, Hyundai i10 and Maruti Swift.
If Honda prices the Brio competitively by localizing parts and reducing production costs, it could gain a further edge over its competitors. The Honda City’s success attests to this fact. The City has been the segment leader in India for almost a decade despite being offered in just a 1.5-litre iVTEC petrol engine option while the competition offers both petrol as well as diesel mills. Honda’s Brio could also pave way for a sedan based on its platform.
The Brio, when launched, is expected to be priced around Rs. 5 lakh, making it one of the cheapest Honda cars in the country.

Wednesday, October 5, 2011

Nissan Leaf electric car

It would be easy to paint Nissan as late to the burgeoning U.S. green party, as the company essentially only counts the Altima Hybrid to sell among its alt-fuel offerings – and that sedan utilizes technology borrowed from Toyota, and it's only sold in a few states in small volumes. While that may be the case, Nissan says their near-term prospects are really quite different. While the company has admittedly been cautious in marketing alt-fuel vehicles in North America, they have been hard at work developing electric vehicles – as well as the advanced lithium-ion batteries to support them – since 1992. What's more, officials say they are now singularly well-placed to leapfrog "transitional" powertrain solutions like gas-electric hybrids in favor of genuine zero-emissions vehicles, and they are promising that their first pure-electric car will reach U.S. shores late next year.

That car, the Nissan Leaf shown here, is the reason we find ourselves in the company's brand-new Yokohama headquarters today. Designed as a four-to-five seat, front-drive C-segment hatchback, Nissan says the Leaf is not just for use as a specialty urban runabout, but rather, it was designed as an everyday vehicle – a "real car" whose 160-kilometer+ (100 mile) range meets the needs of 70% of the world's motorists. In the case of U.S. consumers, Nissan says that fully 80% of drivers travel less than 100km per day (62 miles), making the Leaf a solid fit for America's motoring majority, even taking into account power-sapping external factors like hilly terrain, accessory draw, and extreme temperatures.

We were afforded an advance look at the Leaf ahead of the car's unveiling today, and while it was a hands-off affair, we did have the chance to formulate some in-the-metal first impressions and take a deep dive into the car's technology. Click through to the jump to learn all about it.


As we noted, it would be fair to say that in North America, at least, Nissan has been something of a laggard in publicly promulgating and promoting an alternative fuel strategy. Instead, in recent years, the Japanese automaker has seemingly focused on burnishing its performance image, bringing powerhouse offerings like the GT-R and the 370Z to market – not to mention augmenting their lineup with accomplished new crossovers and luxurious Infiniti vehicles. Not that we're complaining, mind, but the company's apparent focus on these segments has had us wondering about how the automaker views its long-term energy responsibilities and prospects.

 During that same time period, Nissan's fellow countrymen at Toyota and Honda have made very public strides in not only offering hybrid vehicles, but also marketing the lifestyle and successfully positioning themselves as benevolent, eco-friendly corporations. Similarly, European automakers like Volkswagen and Mercedes-Benz have invested heavily and openly in clean-diesel technology, and American automakers have produced a startling number of keenly fuel-efficient gasoline-engined models, not to mention hybrids and scads of E85-capable vehicles - all while publicly priming us for extended-range offerings like the forthcoming Chevrolet Volt. Nissan says they have a lot of alternative propulsion vehicles in the pipeline for America – including hybrids – but the Leaf is the first concrete evidence we have of that commitment.

A Question of Style

Interestingly, unlike the current alt-fuel darlings from Toyota and Honda, Nissan has purposefully eschewed a fastback shape for a more formal five-door appearance. Shiro Nakamura, Nissan's senior vice president and chief creative officer (read: styling director) admits he wanted the car to be unique, but not so bizarre as to be off-putting to most car buyers:

"From the beginning, we did not want to make the car very strange, because one of the perceptions of the EV [is that] people think that EVs are toys, or cheap... that you cannot drive high-speed, that EV means 'not real car.' But the car we have is a real car – you can drive it at 140 kilometers, you can sit four or five passengers comfortably.

By that measure, the more upright yet unique Leaf is a success – it is a slippery shape with real passenger space, yet it doesn't resort to visually polarizing aerodynamic tricks like faired-in wheel housings and to maximize aero. Instead, it has a smooth face (secreting two charging ports hiding beneath the Nissan logo), strangely prominent blue-tinted headlamps that manage airflow as much as they do nighttime vision, and a roofline whose rearmost pillar reminds us of another Nissan – the Murano. The Leaf has an almost Gallic rump that recalls that of the Versa, a design that in turn reminds us of offerings from Nissan's European partner, Renault.

Underbody aero management has also been a clear priority, as the Leaf looks to have a nearly smooth belly thanks to the flat battery-pack subframe, and there are functional diffuser elements beneath the rear bumper cap to detach air from the car. It might have been wishful thinking, but we also couldn't help noticing that the alloy wheel pattern we were shown reminds us of those employed on many Nineties-era 300ZX models. At the end of the day, we wouldn't call the Leaf's exterior pretty, but neither would we call it offensive – not unlike the Prius and Insight, then.

The interior is at once handsome and spacious, with what appears to be plenty of room both front and rear for real-sized adults, and the cargo area is very deep, as it is unencumbered by a gas tank assembly (the batteries are mounted beneath the seats within the wheelbase). The center stack is production and looks slick, but its smooth finish flush buttons may also be hard to operate by feel on the move. The digital instrument cluster display and the drive controller (we can't really call it a gearshift in an EV now, can we?) are also production pieces, and they look well finished and inviting, as does the interior as a whole.

While there will probably be a few discreet changes to the Leaf (non-showcar paint, slightly different interior fabrics, etc.), this isn't a concept vehicle – Nissan assured us that you are looking at the Real McCoy, the vehicle headed for select American, Japanese, and European showrooms next year.

 Lithium Ion Becomes a Reality:

Powered by a unique array of thin, laminated lithium ion cells capable of delivering over 90 kW of power, the Leaf's front-mounted electric motor delivers 80 kW (107 horsepower) and a healthy 280 Nm of torque (208 pound-feet), and it promises brisk and silent off-the-line power, with acceleration from a stop comparable to that of the company's Infiniti G35. And as Nakamura-san noted, the Leaf has a top speed of over 140 km/h (87 mph).

Perhaps more important than the Leaf's top speed are its battery's charging characteristics. In this regard, the car's under-floor mounted assembly of 48 lithium ion modules (each laptop-sized module is comprised of four magazine-sized cells) offers a number of charging strategies. To yield a full charge, a 200-volt, single-phase AC charger takes less than eight hours, and topping off the battery from a 100 volt single-phase standard home wall outlet will take somewhere around twice that time, so prospective Leafmakers would do well to get 220 volt hookup like their clothes dryer uses out in their garage.

 More impressive is the battery pack's 50 kW AC fast-charge capability, which is capable of accepting an 80% charge in less than 30 minutes, or an extra 50 km (31 miles) worth of range in about 10 minutes. For that, though, you'll need access to a special dedicated (and at around $45,000 – expensive) three-phase charger, which various cities around the globe have begun installing as part of their own greening strategies. The executives we spoke with says they are working with local governments in the States and around the world to help build supporting infrastructure, but they admit the automaker has no plans to financially support the networks themselves, and fast chargers like the one we experienced in Yokohama are clearly cost-prohibitive for private ownership.

Make no mistake, though, as despite clever construction methods, the Leaf's batteries remain heavy, at around 200 kg per car (over 440 pounds). Despite this, Nissan projects that the car's total weight will be similar to that of a comparable gas car because the electric motor is lighter than a traditional internal-combustion engine and because there is no need for a conventional transmission. Of course, there is the added bulk of a power inverter, but on the whole, Nissan believes the car's center-of-gravity will be lower than an I.C. car, so handling might actually be better than the aforementioned Versa.

black corvette supercar


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