Dodge Viper - 2011

Oooo! wotaa a caRtOOny caar!.... the beautifuL design with paint!./////....the more wide tyres..!...the more length..>!......OOahaa!...............see....

The Dodge Viper was conceived as a modern interpretation of the classic muscular American sports car. Debuting as a concept in 1989 to huge consumer enthusiasm, everything about the production Dodge Viper was perfectly over the top, including its cartoonish styling, giant 335/35-series rear tires and thumping 400-horsepower V10 engine.

The second-generation Dodge Viper stayed the course with outrageous styling and power, but it was a bit more livable and produced more power. Compared to the original, the sequel had a longer wheelbase, a stiffer chassis and revised suspension tuning, which gave the car greater dynamic precision. But that didn't mean the Viper lost its raw edge and lack of polish, and for the Viper enthusiast, that's the way it should be.

The problem, perhaps, was that there just weren't enough Viper enthusiasts around. With sales sagging in comparison to other high-end sports cars, Dodge pulled the plug for 2010. Good news is ahead, though, as an all-new, third-generation Viper is expected to debut in the next few years.

Most Recent Dodge Viper
 The most-recent, second-generation Dodge Viper was produced from 2003 through 2010.

At its debut, the V10 was 8.3 liters in size and generated 500 hp and 525 pound-feet of torque. Only the roadster was available. Power was sent to the rear wheels through a six-speed manual transmission and a standard limited-slip differential. Detail changes were limited only to colors and trim for the next couple years until 2006, when the SRT-10 coupe debuted along with a 10-hp increase.

There was no '07 model, but for 2008, the Viper came back better (and more riotous than ever). The V10 now displaced 8.4 liters and produced a prodigious 600 hp and 560 lb-ft of torque. The styling was also refreshed that year, while the even more hard-core ACR edition debuted with plenty of goodies designed to dominate on a track.

Regardless of which year and engine you get in this Viper, performance numbers were otherworldly, as the Viper could reach 60 mph in either 4 seconds (8.3 liter) or 3.7 seconds (8.4 liter). Containing all this power were massive brakes and impossibly wide 19-inch forged-alloy rear wheels (the fronts were 18s). What it lacked, however, was a stability control system to save overzealous drivers from themselves. Side-impact airbags were also unavailable.

Indeed, pushing this Dodge to the limit required the skill of a seasoned driver -- although it was certainly more controllable than its predecessor. Yet even rookies could admire the Viper's unbelievable road-sticking handling and mammoth V10 that pushed it to triple-digit speeds seemingly in the blink of an eye. No matter your driving skill, however, owning a Viper takes some dedication. With its cramped cabin, raucous noise, rough ride, antiquated interior controls and leg-singeing side pipes, this no-nonsense supercar made a pretty lousy daily driver or road trip companion. Still, for those seeking a back-to-basics, wickedly intense all-American muscle machine, there's nothing quite like a Dodge Viper.

Previous Dodge Viper Models
 The original Dodge Viper debuted for the 1992 model year. With lots of tail-wagging power and no life-saving electronic driving aids, the original RT/10 Viper roadster was a supercar that didn't suffer fools lightly. Minor concessions to "luxury" appeared over time, such as real windows that replaced clear vinyl side curtains, but Viper fans had nothing to fear, as Dodge's top-dog sports car remained obnoxiously loud and fast. Despite the release of a GTS coupe and simultaneous upgrades for the entire line, the Viper remained essentially the same car from its debut to its 2003 redesign.

At its heart was a 400-hp, truck-based engine with lighter-weight aluminum substituting for cast iron. It was bumped up to 450 hp for 1996, when other major changes arrived with the more powerful GTS coupe. It was now a bit more civilized, with dual airbags and air-conditioning. Dodge also changed the exhaust system from side- to rear-exit, which drew the wrath of some Viper nuts despite eliminating the oh-so-frequent leg burns that could occur during entry and exit. The RT/10 roadster received much of the updates applied to the GTS coupe the following year.

In 1999 the Viper received bigger wheels, optional Connolly leather inside, power mirrors and a remote release for the coupe's glass hatch. A track-biased Viper ACR trim level also became available that year. Used Dodge Viper shoppers might also want to note that a fairly significant feature -- antilock brakes -- did not become available until 2001.

Watch 4 the Documentary in Documentary Page!

Read More

Porsche 911 Turbo - 2011

If it's realLY be truth or not , after seeing this car u r willing to drive!..ahaa,,,..yes! ..................i also""............see..,.

Specifications:

=3.8 litre
=flat-six cylinder

=twin turbocharged=seven-speed dual clutch transmission.
Since its launch in 1975, Porsche 911 Turbo has always been the fastest, most luxurious 911 available and, against all the odds, the model is still with us 35 years on, albeit in a form unrecognisable from the original except three things: the overall silhouette of its roofline, the location of its engine and its cylinder count. There’s no doubting the 911’s ability to thrill, scare and reward in equal measure and the new generation Turbo S moves the game on once again.

Actually, let’s take a minute to go through a few on-paper statistics for the Turbo S and, while we do so, bear in mind that Porsche always underplays its official figures by a good ten percent. 0-100km/h is dealt with in 3.3 seconds (that’s faster even than the new GT2 RS). Top speed is 315km/h. Fuel consumption is as low as 8.1L/100km and CO2 emissions are an impressive 268g/km.
So, at the very least, the Turbo S will crack 100km/h in 2.9 seconds and punch through the 320km/h barrier without breaking a sweat. In the UK, Porsche’s official acceleration figures have already been demolished on independent tests and it’s safe to say that the next generation Turbo models will push the performance envelope beyond what any of us thought possible.
　
Since its launch in 1975, Porsche 911 Turbo has always been the fastest, most luxurious 911 available and, against all the odds, the model is still with us 35 years on, albeit in a form unrecognisable from the original except three things: the overall silhouette of its roofline, the location of its engine and its cylinder count. There’s no doubting the 911’s ability to thrill, scare and reward in equal measure and the new generation Turbo S moves the game on once again.　
Actually, let’s take a minute to go through a few on-paper statistics for the Turbo S and, while we do so, bear in mind that Porsche always underplays its official figures by a good ten percent. 0-100km/h is dealt with in 3.3 seconds (that’s faster even than the new GT2 RS). Top speed is 315km/h. Fuel consumption is as low as 8.1L/100km and CO2 emissions are an impressive 268g/km.　
So, at the very least, the Turbo S will crack 100km/h in 2.9 seconds and punch through the 320km/h barrier without breaking a sweat. In the UK, Porsche’s official acceleration figures have already been demolished on independent tests and it’s safe to say that the next generation Turbo models will push the performance envelope beyond what any of us thought possible.　Porsche has decided to endow the 911 Turbo S with such astonishing performance in order to take on the plethora of tuning companies that have been tweaking these cars for years, often with catastrophic results. Yet any time I’ve driven a 911 Turbo, the last thing on my mind has been that it needs more power. As the ultimate all-weather, all-round supercar, it has no peers but it needs big roads to exploit even a fraction of its performance potential. So I’m pointing the new S in the direction of the Scottish Highlands, where there are empty, fast roads, stunning scenery and traffic cops are thin on the ground.
I live on the edge of a fairly large town so before I reach the motorway that will take me all the way to Scotland, I pilot the Turbo S through a sprawling urban maze and you know what? It’s as easy as a Ford Focus. There’s no manual gearbox available with the S because Porsche says nine out of 10 Turbos are specced with its seven-speed dual clutch PDK tranny. For town driving it’s best left to its own devices in Auto mode and everything is child’s play. Reaching the motorway, I prepare myself for a first taste of Turbo S thrust. With very little traffic around, I gently feather the throttle and BAM! In an instant, I’m doing twice the legal limit. It’s such an instantaneous gathering of momentum that it takes my breath away – time to back off in the name of licence preservation.

It strikes me that there’s really no such thing as a ‘real’ 911 anymore. So many variants, so many different characters that there really is something for everyone. From the purity and simplicity of the bog-standard (but entirely brilliant) 3.6-litre Carrera, to the raw excitement of the GT3 and the frankly mental GT2. The Turbo, though, is quite possibly the world’s greatest GT car and is entirely different from the rest of the 911 range. It’s perfect for long journeys as it’s comfortable, quiet, immensely capable and safe. Only this particular S isn’t comfortable.

You see, the S – apart from being more powerful than the Turbo – has basically every conceivable Turbo extra thrown at it as standard. And it actually looks like good value when you compare the kit with what you’d spend by going mad speccing up a normal Turbo. Extras fitted to this test car are the GT Silver paint, grey seat belts (!) an Aero Kit with its GT3-esque rear spoiler, and, laughably, given how expensive the car is, the rear wiper. One of the ‘no-cost extras’ is the fitment of Sports Bucket seats and my car has been cursed with them. They’re carbon-fibre backed, which no doubt saves a kilo or two, but they’re only adjustable for rake so hardly ideal for long trips like this. After only an hour I’ve had enough.

Strangely, after an hour, something else happens. The PDK transmission decides it wants to jump from seventh at cruising speed into fourth. The revs shoot up and there’s nothing I can do to fix it. Knocking the selector into manual, I’m able to get it into sixth and keep it there, but no seventh. And any time I put it back into Auto it goes straight for fourth gear again. So I stop at a service area, switch off and leave it for 10 minutes. Like a crashed laptop, it starts up again and behaves itself this time, but it’s still a matter of concern that the system is obviously prone to the occasional glitch.
For the next 1000km the Turbo S doesn’t miss a beat. I can’t think of any other car that can cover ground as efficiently as this. It’s not far off Veyron performance in terms of acceleration yet it’s approachable, usable and, err, a bit dull. The biggest problem is that you can’t really hear anything from that magnificent engine. My neighbour has a 1989 model 911 Turbo and he parked it up next to this one only yesterday. It sounded absolutely brilliant – this one sounded like a vacuum cleaner in comparison. That’s progress for you, eh?

The other issue is that, while the engine is mute, the roar from the tyres on anything but billiard-table-smooth roads is quite inexcusable. But I forget these niggles once I reach the Highlands heading for Fort William at the foot of Ben Nevis, the highest mountain in the British Isles. For this car’s ability to chew up the longest, toughest roads and spit them out of its dual exhaust pipes never fails to have me reeling in shock and utter joy. You know in Star Wars when Han Solo puts the Millennium Falcon into Hyperdrive and the universe becomes a blur? That’s what this car feels like every single time I floor the throttle.

It shrinks continents, this thing. It goes around corners as though they’re not there thanks to four-wheel drive and Porsche’s new Torque Vectoring system (you can now add PTV to the ever growing list of automotive acronyms) which apportions torque to whatever wheel has the most grip. It shrugs off any challenge you throw its way with a ‘come and have a go if you think you’re hard enough’ sneer. It’s is an absolutely epic machine.

Any car that can reach the speeds a Turbo S is capable of needs some serious stopping power and here, all-round carbon ceramic brakes (PCCB) are fitted as standard. They do a brilliant job of wiping off huge dollops of speed and rearranging my internal organs whenever I stamp on them but they don’t half squeal, which is a bit embarrassing to be honest.

Reaching my destination, it’s time to bed down for the night before an early morning return. But, as I drift off to sleep, there’s only one thing on my mind: the drive back. I can live with the pain caused by the driver’s seat because, every time I open the taps, this car delivers a hit like nothing else this side of a jet fighter. Granted, a GT3 will give a more pure, traditional 911 experience, but if you want the very best GT car in the world today, look no further. Just make sure you get yours with normal seats and, if you don’t already have one, get yourself the best lawyer in town. You’ll be needing his services before long, you have been warned.

Watch 4 the Documentary in Documentary Page!

Read More

McLaren MP4-12C - 2012

Wotaa body having McLaren!....soO SwEEt!//...MY FAVOURite Car!just cz of its StYlish body!'""......see..,

It was then that the racing team turned to street cars to prove a point, which it did, hitting a 240.1 mph top speed – a record that would last for a decade.
McLaren then teamed up with Mercedes-Benz for the SLR, which while built by the Brits, was filled with compromises and never gained the respect of enthusiasts. From that botched supercar was born a desire to build a complete new model from the ground up, and to do it without help. And so was born the MP4-12C.
The first solo project from a company that builds race cars, the MP4-12C arrives with a ray of sunshine from the heavens and a choir of angels. But can it really compete with the established marques like Ferrari and Lamborghini, which have been carefully crafting their exotic sports cars over decades?

A SUBTLE EXOTICApproaching the car what strikes us most is its size. At 177.4 inches in length, the MP4-12C is about 8 inches shorter than an Aston Martin DBS. Standing 47.2 inches tall, it’s lower than a Ferrari 458, albeit by just 0.6 inches. Measuring 75.2 inches in width, the MP4-12C (which does have a very un-sexy name) is slightly wider than a Lamborghini Gallardo. So it does fit neatly in the current supercar mould, and the design is not bad either.
Penned by Frank Stephenson, whose design credits include the current MINI Cooper, the Maserati MC12 and the Ferrari F430, the MP4-12C is not his prettiest design, though it does look better from the back than the front. Lacking some of the drama of its Italian rivals, it’s still low and wide with the cabin up front and the engine behind.

FIRST GROUND-UP MCLAREN ENGINE

That engine in question is a 3.8-liter, twin-turbo V8, the first ever engine McLaren has designed and built. In its current state the motor produces 592-hp and 443 lb-ft of torque. For 2013, an upgrade is coming which will push the power up to 625-hp. The extra grunt, which will come courtesy of a reconfigured ECU (electronic control unit), will be applied to all the current cars also, at no cost to the owner.
　
That grunt is sent to only the rear wheels via a 7-speed, dual-clutch gearbox that can swap cogs faster than you can say "McLaren." Sorry purists, no manual is offered.

INTERIOR: FROM INTERESTING TO ODDTo put its mechanicals to the test, one has to get inside, though that proves tricky since the 12C has no door handles. What you need to do to get in is walk up to it with the key fob in your pocket, slide your hand where you’d expect to normally find a door handle, and viola, the door opens skywards. A supercar wouldn’t be a supercar without gimmicky doors, would it?
Getting inside is a bit challenging also, since the opening is not very big. We tried a few techniques for ingress and egress but none were elegant.
Once inside, you’ll find the cockpit to be narrow, but there is plenty of room for your legs and head. This car was designed for tall drivers.
Once seated, it takes a little time to get used to all the switches, because many are not where you’d expect them to be. The climate control, for instance, usually found on the center console, is on the driver’s side door. The center console is narrow and is dominated by a flat screen, which houses stereo and navigation features. However, for real entertainment, you need to press the big red button that’s marked "Engine Start."
Hold the starter button in for a few seconds and it fires up the engine with the kind of roar that makes all car enthusiasts grin from ear to ear. It’s loud, like a supercar should be.
To get moving, you have to press a small button on the center console that’s marked "D" and you’re off. No need to worry if you’ve left the parking brake on, because that disengages the second you step on the throttle. OUTRAGEOUSLY RELAXINGSince there is no heavy clutch to worry about, maneuvering this car at slow speeds is easy. The steering is also very light at slow speeds, which makes it getting in and out of parking lots very easy. The real problem is dodging pedestrians, which turn into pylons as they become motionless gawkers at this new entry to the supercar realm.
Out on the road, one of the things that will surprise you is just how comfortable the ride is. Even the visibility is good. Again, thanks to its controls and transmission, this car is so easy to drive you’ll forget you’re in a 205 mph supercar.
To feel all that this car has to offer, you’ll need to fiddle with some switches. There are three modes for handling (H) and three modes for performance (P). Both are controlled via separate twist knobs and both have Comfort, Sport and Track settings. As you can imagine, these switches change the character (and the volume of noise) of the vehicle, depending on your mood and road conditions.

　
Next thing to fiddle with is the transmission. You can just leave it in the "Auto" setting, or select "Manual" and now you have full control of the paddle shifters. Now, the car won’t change gear until you ask it to, even if you hit the rev limiter.

OUTRAGEOUSLY OUTRAGEOUSShift down a few cogs, step on it, and your eyes will pop open to full attention, your ears will be assaulted by its V8 concert, and scenery will pass you by in a blur. Illegal displays of speed are just too tempting to not bury the throttle at every opportunity. This is a seriously quick car.
When equipped with its optional Corsa-spec tires and engaging launch control, the MP4-12C takes just 3.1 seconds to go from 0-62 mph. Yes, that is ferociously quick, and yes, it is still a tad slower than what a 2013 Nissan GT-R can accomplish, but trust us on this, it is far more entertaining in the 3,161-lb McLaren.
For the best times, leave the transmission in full auto mode. In manual mode, you have to be quick to pull the up-shift lever to get the next gear in. Unlike most paddle shift systems, the up-shift and down-shift paddles require a firm pull to engage the gear. Touch them lightly and nothing will happen.
So the car goes well, and since it takes just 100-ft to come to a complete stop from 62-mph, it stops well too.
As for going around corners, you can be sure a company that knows a thing or two about making the best handling Formula 1 cars in the world used its knowhow on its road cars too. To get the best possible ride and handling, McLaren has fitted the 12C with what it calls a ProActive Chassis Control, which does away with traditional anti-roll bars. Instead, it uses hydraulically interconnected adaptive dampers, which measure your speed, steering angle and body angle to keep the car as flat and stable through the corners as possible.
Priced directly in competition with Ferrari and Lamborghini rivals, the 12C stickers at $241,800 - including the $2,400 destination charge. You’ll have to order a 2013 model, however, as the 2012s are all sold out.

THE VERDICTUnfortunately, not having the option of a proper manual gearbox does mean it just isn’t as engaging to drive as, says, a Porsche 911 GT2, but the McLaren is a much more usable car on a day to day basis. An everyday supercar? Absolutely.
It’s surprisingly comfortable. It looks good, goes like stink and handles like a car built by race car engineers should.

Watch 4 the Documentary in Documentary Page!

Read More

Lamborghini Reventon

What is it?
It’s one of two things. Or it’s both. It’s either a Murcielago LP640 with an (in-house) bodykit or, as they’d prefer you to think, the Reventon is the Lamborghini Murcielago as pure art.
Either way, it’s fast – and it looks faster than the donor car.
Lamborghini took a straw poll of long-time customers and found they wanted something a little more exclusive than a Murcielago, so Lamborghini gave it to them.
It’s a new bodyshell - inspired by the Eurofighter, made in carbonfibre composite, designed by Lamborghini’s own designers and fitted in-house – bolted and glued on top of the proven Murcielago LP640 mechanicals.
They’ve done a brilliant job, too, and the angles and folds give the rear end, in particular, a coherence that the LP640 only wishes it had.
Another 10 horsepower takes the tally to 650 and, apart from ticking every box (including carbon brakes) on the option list that’s it for mechanical changes.

What’s it like?

It’s a show-stopper. A normal Murcielago will stop traffic and turn heads. A Reventon will snap necks and clog city streets for hours.
And that’s the point, because it drives exactly like an LP640, right down to the paddle-shift gearbox that hates and jerks its way through the multi-point turns the wide turning circle demands.
But while it’s no Porsche in its tactile feel, the Reventon is a jet in its own right.
The raucous V12 is one of the most endearingly brutal powerplants in circulation today and there’s enough performance on offer here to throw the Reventon to 62mph in just 3.4 seconds. In the wet, full throttle can spin up all four wheels, even in fifth gear. It might be mechanically identical to the LP640, but the LP640 is probably enough for most people.
The Reventon rides with incredible firmness and the barely-padded sports seats hurt after an hour, but it’s worth it.
The whole point isn’t the way it drives. The whole point is that nobody else is ever likely to turn up in anything to upstage you and you can still have it serviced at your Lambo dealer.

Should I buy one?
No. Well, you can’t anyway because Lamborghini only built 20 of them and they sold out months ago.
Even if you could find one, though, there is no intrinsic justification for paying five times the price of the (already expensive) supercar on which it’s built.
If art’s your thing, though, and LP640s are just too thick on the ground where you live, go right ahead.

COST!
It’s this system that is probably the low-light, particularly on a car with a €1 million (£670,000) price tag on it. Plus tax.

Watch 4 the Documentary in Documentary Page!

Read More

Lamborghini Aventador

What's ur favoUrit3 'xcar'.....ferrari ......BMW.......no! so, .....guess my favoUrite one//
THe AVENTADOR...ahaa..yes AvenTador......(The Bull)///......see..

 

Really, as a bull trotting into a Spanish fighting ring, the best you can hope for is to someday have a Lamborghini named in your honor. Because after the mules drag out your skewered carcass, your future is pretty much one of minute steaks and dog food.
The bull named Aventador, all 1118 pounds of him, put up a good fight in Zaragoza back on October 15, 1993. Matador Emilio Muñoz may have even broken a sweat because after he killed the animal—ideally done with an espada thrust down between the shoulder blades to sever the aorta—Muñoz was awarded one of the ears as a trophy.  And people say hockey is a blood sport. But, alas, nobody has built a carbon-fiber supercar called the Gretzky.
Our 34-hour tryst with a $412,015 Lamborghini Aventador began at its factory in Sant’Agata Bolognese, proceeded to a test track near Milan where the critical acceleration and braking numbers proved to be 3.0 seconds and 144 feet, and ended with a series of redline rips through some deep tunnels in the Apennines near the Mediterranean coast. Spoiler alert: This review will be largely positive.

At the factory, we begged for the orange car, but that one was "broken," so we settled for the base gothic black, which makes the Aventador look like a stag beetle from the Horsehead Nebula. It’s tough to photograph a black Aventador and capture the voids and sinews and traces of its many acute and obtuse angles, but our guy managed. And it’s not as tough as driving an Aventador around Parma at lunchtime.
As in most Italian cities, the streets of the old city are as thin as 6 o’clock and lined by stone curbs that can do to a Lamborghini wheel what the bus loads of German retirees do to wheels of the local cheese. The Aventador is almost an inch wider than a Chevy Suburban, and its body is nearly seven feet longer than its wheelbase, which—jumbo wheels notwithstanding—leaves some galactic overhang.
You can avoid the worst chin-dragging incidents by learning quickly where the button lies for the front suspension jack (in the bank below the nav screen). It raises the nose 1.6 inches. Still, easing out of a blind alley onto a busy street means being preceded into the right-of-way by a couple yards of  beak. Running errands in an Aventador is like going for tacos in the Blue Flame.

So many people will dismiss this car in all its decadent hugeness as just a badge of wankerism for old rich men in Viagra heat. Which is why it is so much more fun to test one in Italy. There, a passing Lambo evokes the sort of lump in the throat that the Brits get when a Spitfire victory-rolls overhead. This is ours. We made it. It is awesome.
Later, in tiny Pontremoli, an ancient town near Italy’s west coast, I was positioning the Aventador for a shot near a church when an elderly lady with gunmetal hair leaned into the open window—just leaned right in with her broad, Romanesque face—and said, "Siete molto, molto fortunato!" Well, everyone is lucky to be in Italy on a sunny day, even if your car gets 11 mpg and costs $149 to fill. But perhaps a one-eared bovine spirit was indeed watching over us because in more than 500 miles, we managed not to chew a wheel, get arrested, or cause an international incident by scything down a native.
The Aventador is constructed mainly of carbon fiber, though you wouldn’t know it by the curb weight (4085 pounds) or the fact that the magic weave is entirely hidden behind paint, leather, and trim. No doubt, future special editions will weigh less and be stripped naked—for a fee. Meanwhile, the Aventador’s cabin is easier to get into and out of than the Murci’s, through doors that swing up and slightly out and by crossing a narrower and lower sill. And it offers two somewhat spongier bucket seats with which, over time, your back develops an acceptable détente. Heated power seats are $4200. Our car didn’t have them.

The new sloping center console is studded with helpful controls, including the button for selecting reverse and the start button, hiding under its red, flip-up-for–World War III safety cover. Yes, much of this is the same Audi MMI navigation/stereo/climate gear found in an A6, thinly disguised by a psychedelic hexagonal motif. But it all works, and there’s something to be said for that in a car offering plenty of other distractions.
In that same small-diameter vein of practicality, there’s plenty of room for feet this time. Granted, there’s no clutch pedal offered in this car, so that helps. And the controls and gauges are all pulled in closer to the driver than before, making it feel more like a vehicle and less like a hot tub with a steering wheel. One of the best parts: The shoulder belt hangs—for once—just inches from your shoulder and within easy grasp. Clearly, "ergonomics" is no longer a four-syllable word with no Italian translation.
Well, the two shallow interior bins and the single front luggage compartment are still hilariously small, honoring one tradition in artisanal cars. You do what mid-engine Lambo owners have done since Countach

days: Pack only a credit card and buy clothes at your destination.

After a lunch of prosciutto di Parma, we beat it up the autostrada for Milan and the test track at Vairano. Everybody imagines that supercars sound like Valhalla’s pipe organ all the time. Not so. At a steady 80 mph, the Bugatti Veyron sounds like a Carolina textile mill inside. The Aventador is better isolated from tedious noise, and the 6.5-liter V-12 sounds saucier, its intake and exhaust snarl cutting through the stale drone of tires, belts, pumps, gears, and injectors, even when it’s just lazing along at 3000 rpm in seventh gear. The single-clutch tranny is new, with independently moving shift forks for quicker changes and three driver-selectable settings: strada ("road," in manual or automatic mode), sport (manual or automatic), and corsa ("track," which is manual only). It is definitely prompt, but compared with newer dual-clutch boxes in the Ferrari 458 and others, it still feels dated, especially around town when yawning torque holes between shifts cause passengers to bob and sway in their seats. Once in a while, in low-speed situations, the clutch bounces between slip and grip like a nervous first-time stick shifter.

You can dial up the shift aggressiveness by selecting "sport" or "corsa," but that also increases the shock (and awe). In launch-control mode, the clutch shows no mercy, banging closed like you’ve been rear-ended by the Rock Island Line. Teamed with computers managing power to the four wheels, the 691-hp V-12 produces a 10.9-second quarter-mile at 133 mph while rattling candlesticks in the Vatican.

The standard carbon-ceramic discs yielded six stops all short of 150 feet. That kind of rapid kinetic-energy conversion evokes the asteroid that killed the dinosaurs. The only unsatisfactory result was the 0.95-g skidpad performance. Undoubtedly, there is more grip, but the only suitable spot to test it at Vairano is a dusty lot that is crowned down the middle for drainage.

Do not bore us by pointing out in letters that Porsche’s 911 Turbo is lighter, quicker, and considerably cheaper. Nobody, and especially not the valets at the Hotel de Paris, cares. Both the Ferrari 599 and Lexus LFA are also lighter and (slightly) cheaper, and both are considerably slower. Not that any valet cares about that, either. It is sufficient for us that the Aventador is the fastest stock Lamborghini we’ve ever tested and that an Aventador is the loudest fashion scream on wheels—at least, for less than half a million. Over the slithering asphalt eel of the Passo della Cisa down to the coast, the Aventador dropped its last card. The steering is definitely better; it’s more reactive, less chilly to the touch, and less like pushing on string while barreling into what rally navigators might call a "three-right-tightens." It’s hard to declare that the cornering grip or body control is hugely improved. It feels so, but the Murciélago was very good at the end and much less susceptible to the bawling understeer that dogged it most of its life.

If  you have the Aventador’s stability control set to "corsa" (or, indeed, turned off) and are an Apache with the throttle, it’ll reward with a sturdy push from the back to rotate you toward the path of righteousness. It can thus achieve truly terrifying speeds without feeling stressed . . . and truly terrifying noises. The 8500-rpm redline and furious spin-up of torque, especially from 5000 on when the ears flatten against the deep percussive energy emanating from the back, remind you of why the major Italian boutiques eschew turbos. With so many moving pieces coexisting in such balanced harmony, no machine of conveyance is as melodramatic as a short-stroke Italian V-12.
Ferrari figured out long ago that it’s not just about speed. With Audi’s money, Lambo has finally learned how the other guys pull the driver more fully into the experience. The Aventador is pretty much what the old car was: enormous, loud, stupidly impractical, and obscenely flamboyant. It’s also better at being so, but we’re not here to persuade you. Those of  you who want it and can afford it already know  who you are.

Color abounds in the Lambo’s digitally rendered cluster, which has fuel and temperature readouts fanning out from the cycloptic tach. The tach can be toggled to show a rather crowded 370-km/h (230-mph) speedometer instead, and it highlights the selected gear by supersizing one of the seven digits. It’s all logical and legible, but it will not win over anyone who has an aversion to PlayStation dashboards. Ferrari does it classier by pairing an old-school analog tach with digital info screens, and the all-digital Lexus LFA shows more inspiration with its organically animate displays.

Watch 4 the Documentary in Documentary Page!

Read More

Rolls Royce - Phantom

Here is...............
the most beautiful chicky! chicky! carr.....ithink 'xcar' is this//........

The Rolls-Royce Phantom includes a family of large sedan, coupe, and convertible models that together offer a classic luxury-car experience, effortless V-12 thrust, and quintessential British styling and charm. While there isn't anything else quite like the Phantom on the market, top alternatives include the Maybach 57/62 and Bentley Continental.
If you're worried about conspicuous consumption, the Phantom should probably not be your vehicle of choice. But if you have a full-time driver on staff, want classic appointments like teakwood trim and a drinks cabin, and it's important that you're seen in one of the world's most exclusive automobiles, there probably isn't a better choice in the world than the Phantom.
The Phantom's design has been a bit of a late-bloomer; when first introduced in 2003, this blunt-front, boxy sedan with suicide-style doors wasn't universally well received by designers, the affluent traditional customers, or the public in general, but after a couple of years, as a younger generation of influential celebrities were seen in Phantoms, the retro-conservative design started to come into its own. The extended-wheelbase model, which was introduced for 2007, adds ten inches of legroom and is the way to go if you have a driver and a long garage.

With a 6.8-liter V-12 engine making 453 horsepower and 531 pound-feet of torque, a six-speed automatic transmission, and rear-wheel drive, the nearly 5,800-pound Phantom can still dash to 60 mph in well under six seconds—in, it must be added, a sort of spooky silence, with only the slightest low-pitched whoosh. The unobtrusive powertrain feel is matched with a confident but strictly uninvolved driving experience all around. This isn't a car you really want to hustle down a curvy canyon road near its limit; for the weight of the vehicle, there isn't a whole lot of available grip, even though it's stable and brakes are confident. Entry and exit in the sedan are easy, thanks to the wide-opening door setup, with the rears hinged at the back
Buyers of the Phantom will also pay a $3,000 gas-guzzler tax with any Phantom. While that surely strain their budget much, it might make shoppers more aware of the Phantom's low 11 mpg city, 18 mpg highway EPA ratings.

SPECIFICATIONS:
- Turbocharged
- Engine: 6.6L V-12 DOHC with variable valve timing and four valves per cylinder
- Premium unleaded fuel
etc.....

Watch 4 documentary in Documentary Page!

Read More

Jaguar XJ - V6 2013

Wait! Wait! Wait!
Waiting 4 the infotainment! fuel efficient! audiotainment! TOP Speed! and 4 the easy life....the only car is this!..........read the review to believe on my views......

Some luxury shoppers haven’t yet taken note of how radically the Jaguar XJ changed for the 2011 model year, when Jaguar seemingly awoke from a design slumber, peeling away from its stodgy, baroque past. But Jaguar isn’t waiting for them to catch up. For 2013, it’s keeping the XJ’s unmistakable style fully intact but hopefully making it a more appealing car, with a new, more fuel-efficient supercharged V-6, available all-wheel drive, new eight-speed automatic transmissions, and fuel-saving technologies.
That’s not all; 2013 also marks the introduction of a new flagship XJL Ultimate, a Speed Pack for XJ Supersport and XJ Supercharged models, and upgraded audio and infotainment throughout the lineup.
Just as in previous model years, the 2013 XJ is offered in standard-length XJ and long-wheelbase XJL versions, with the key difference being that the ‘L’ add 5.2 inches of rear legroom—and about that much extra length—over the other.

The base engine for the 2013 XJ lineup is a 340-horsepower, 3.0-liter supercharged V-6 that’s a completely new design, although based on Jag’s well-regarded V-8. Available with the V-6 is a new, so-called Intuitive All-Wheel Drive system that’s performance-oriented and rear-biased under most driving, but it can send more power to the fronts to preemptively maintain traction. The system also includes a winter mode.

In addition to the new supercharged V-6, the XJ continues to offer V-8 engines through the rest of the lineup. XJ and XJL Supercharged models include a 470-horsepower, supercharged 5.0-liter V-8 engine, while Supersport and Ultimate models step up to a 510-hp version. One model, the XJL Portfolio, offers the 385-hp, 5.0-liter naturally aspirated V-8 that was standard through 2012.
All four of the XJ’s engines get a new eight-speed ZF automatic transmission, which includes steering-wheel paddle shifters and has a broader spread of ratios compared to the six-speed it replaces—for both better performance and fuel economy. The XJ 3.0-liter returns EPA ratings of up to 18 mpg city, 28 highway.

Each of the engines also includes Auto Stop/Start, which shuts the engine off and smartly restarts it to avoid prolonged idling at stoplights or in gridlock.
And at the opposite end, for the performance-minded, Sport and Speed Pack options add enhanced aerodynamics, other improvements, and a higher 174-mph top speed.
New at the top of the XJ lineup this year is a new XJL Ultimate model, which gets a 510-horsepower supercharged V-8, special exclusive finishes, and an interior that Jaguar describes as “private-jet-like.” Feature details include a beverage chiller, power-operated rear table, solid aluminum flute holders, and a couple of iPads in custom leather-trimmed docks, with a wireless keyboard. Only 30 will be imported to the U.S. this model year.
A new premium audio system from Meridian, a British company that’s known for home audio components, will be included in all XJ models. Navigation systems are getting improved functionality with new Dynamic Zoon and Visual Lane Guidance functions, while a My POI feature lets you more easily program destinations.
Features included in base XJ 3.0 models include dual-zone automatic climate control (other XJs get a four-zone system), heated front and rear seats, keyless entry and start, rain-sensing wipers, approach illumination, a power-adjustable steering column, and a power trunk lid. Several features, including heated-and-cooled active-ventilation front and rear seats, and; a leather and wood heated steering wheel, are standard on some other XJ models but optional on the base 3.0. A radar-based blind-spot monitoring system is included in all XJ models, as is a backup camera.
Altogether, the new Jaguar XJ starts at $74,075 with the V-6 and rear-wheel drive, or $77,575 with all-wheel drive. Prices for most of the other models have risen slightly.

Otherwise, the XJ carries through from this past year in many respects.

Watch 4 the Documentary in the Documentary Page!

Read More