Sunday, August 29, 2010
Mercedes Arrow Is A Lightweight Two-Seater Vehicle Gives You The Feeling Of Sliding With A Bobsleigh
Mercedes Arrow has been designed to draw a comparison with other recreational vehicles such as motorcycles, jetskis or personalized aircraft. This stunning vehicle gives its passengers the ride of their life. The bobsleigh shaped body, the lightweight materials and the sporty look enable it to shoot through heavy traffic like an arrow from a bow. This experience can only be enjoyed by two passengers, their seats are placed one in front of another. One of the stunning features this futuristic car has, is that it combines TANDEM with MAGLEV technology to take sharp corners. This innovative feature allows the body of the car to tilt left and right when the car is taking corners, thus minimizing the wheels tilt angle. There is an almost non-existing chance for the vehicle to slide out of control. Due to the slim body, the wheels cover the same space of tarmac, just as a contemporary car, eliminating the risk of the car flipping over. The designer, Felipe Palermo, found inspiration in the old Silver Arrows, the SLR McLaren and the 1954 Gull-Wing.
Designer : Felipe Nogueria Palermo
The whole design and idea put this concept automotive in a near future, where people won’t be using cars anymore. A future where the whole transport itself will be based on rail systems. Felipe’s Arrow vehicle is designed for fun in the weekends, a recreational vehicle. The air intake placed in the rear of the car, over the last passenger, reminds us that the whole vehicle is based on Mercedes’ racing history and its super-cars. The airintake is also a starting point for the side bars, which strengthens the body and hold between them a small wind shield in front of the driver. Mercedes Arrow will be equipped with the next generation tire technology. They will have the ability to never wear out, the driver will be able to re-inject them with rubber and take the car for a spin, again. Felipe Palermo has applied everything he has learned at the IED, where he graduated in Car Design in 2007. He also has a post degree in Transportation Design and Industrial Design at FAAP, and is currently working at Mercedes-Benz Design Studio in Brazil.
Peugeot Modif
Automobile industry has seen various changes in past few years. Trend for compact hybrid cars is at its peak now a days. Several new designs are shaped every day and there is lot more to come.
Peugeot Modif is a fabulous design for a hybrid car that will be very successful in small towns and tight places. It has a two tone color scheme and the center of this is the large rubber tube-like center shaft that allows the car to squeeze up to 88 centimeters and also provides the front of the car with flexibility to swivel from side to side 18.5 degrees for better drive.
I liked the design as it is different from traditional designs, it features white tires and large black chrome wheels with each tire having six special pads holding sensors to intimate the driver for adjustment of car according to road conditions. Inside each massive wheel is a powerful hydrogen hybrid engine. 80% of the material used to make is renewable, the a rubber element in the front part houses the oil, water and CPU.
The cockpit of the car is covered by a large bubble top one-piece window that provides the passenger and the driver with an unobstructed view up to 360 degrees. Rare view cameras on both sides constantly provide with the status of the road behind on a screen embedded on the dashboard. It also features a high-discharge red led emergency light on the top for you to cherish a V.I.P. feeling. The exhaust pipe is positioned in the center that only emits water.
Friday, August 27, 2010
Sprint Car Racing Fast and Furious
The second night of the Fred Brownfield Memorial akan always a hot night sprint car racing. After a successful last night, which saw Seth Bergman won the heat race and finished sixth in the A-Main Seth found himself in the 3rd Points after a night in one of sprint car racing. Who dare to take the pill to see Bergman hot start to the tenth race. Seth akin get drivers crawling in the summer and this allows him to start the fifth for the main event. Bergman has given himself every chance for a strong finish in the A-Main.
B Main saw Travis Rutz, Jason Sol wold, Jay Cole and Henry Van Dam’s face to the main features of this event. Before the main drivers entered the race track through the stand through the thick cloud of smoke that brings fans to their feet before the main race.
Seth’s team went to the main event in the new setup in which confidence and a strong performance.
Seth went on for a night of strong sprint car racing on the choice of Shane Stewart, Wayne Johnson and Jayme Barnes near the front and Roger Crockett in the beam. Bergman started the race in fifth position in the North West ASCS points leader Jared Ridge on the outside.
Bergman could not have asked a better start for him and Malsam Olson passed the first corner to move to third immediately before careful to Dunlap And after the first round.
Four rounds have been passed by Seth Jayme Barnes and settle down as the race started it with Seth Jared Ridge field both as a place to buy early going .. On lap nine from the moment that determines the race in progress and because the time may be as Bergman Ridge Masai and get one in turn. Ridge to the end wall.Bergman suffering a broken right rear shock due to collision. Ridge is upset because he looks out of the car and threw it to the steering wheel to Bergman as he circled by.Fans show their disliking towards Ridge booed as echoed from the stands.
Seth holes to the head region and head of the body ridges Bergman. A member of the team and encourage ridges pushed to Seth’s father as he felt Seth was to blame for the .. Seths team try to fix the damage, but time is running short and Seth for the night was over after a promising start.
For the rest of the sprint car races live green .. Shane Stewart took the win by finishing second Crockett.
There was a buzz in the region as a hole surrounded by fans of Bergman and ask about what is happening and if they get even fined.A Ridge fans to come and have clearly confused “I take my child to watch the grand sprint car racing and they have seen the type of waste”
Bergman has failed to end the race, but pleased with the performance of the car. Sprint car
For the rest of the sprint car races live green .. Shane Stewart took the win by finishing second Crockett.
There was a buzz in the region as a hole surrounded by fans of Bergman and ask about what is happening and if they get even fined.A Ridge fans to come and have clearly confused “I take my child to watch the grand sprint car racing and they have seen the type of waste”
Bergman has failed to end the race, but pleased with the performance of the car. Sprint car
racing is a sport a strong and Bergman showed this weekend he can compete at top level.
Classy Car Models
Last time I did a ‘classy model‘ Theme Tuesday it went over a lot better than I thought it would. Really I shouldn’t have been surprised. Guys like cars, and guys like girls it’s natural.
But girls also like cars, but they often do not like car show models. What girls do like (generally and in addition to cars) are clothes and style, thus classy car models give the female readers something to enjoy as well.
This way everyone wins! Except me, the screening process for this is hell on my eyes.
Classy... Iroc.. I know but still she's a good looking mostly clothed girl
This photo came up a lot in my search so I included it this time
Can't remember the last time I watched Power Block, is she still the host?
She is trying not to pull a Paris Hilton/Britney Spears
The car's not really my style but...
Another from the same shoot
A lot of the more tastefully dressed models prefer BMWs go figure
More BMW love
Her stance is odd
Rude to point and laugh young lady
Think she's imported?
Checking out back seat space...
Another picture of the Beetle chick from last time
Cool part about this photo is that she owns the car
It's not a car but I don't hear you complaining
Both the car and the girl are stunning
Auto Salon Aussie Car of the Month
Low, loud and meaner than a junkyard dog, this South Australian S15 is going to start kicking heads both here and abroad.
While you have to be different to want to modify a car, there are varying levels of "uniqueness" that each person brings to the scene. I mean, it's not the act of a cold, calculatingly logical person to invest tens of thousands of dollars into a means of transport, making it more expensive to run and making it far more uncomfortable and too powerful to drive on the street.
Theo and George Spartalis are not ordinary, and their cars are certainly far from average, often seamlessly integrating show quality build finish to hardcore race-style performance engineering. Both of these very special brothers shine on like crazy diamonds in the coalface that is the tuning scene and this wild S15 is Theo's opus, his toy, his pride and joy. Rather than keeping it placid with big rims, dumped stance, some styling efforts and around 250kW at the wheels, the Spartalis brothers took their inspiration from the most hardcore drag and circuit racing Silvias in Japan.
Theo made a pilgrimage to Japan a few years back, where the sight of the HKS Kyushu S15 running 10.4 on drag radials and using an SR20 pulled the strings in his mind, while it was witnessing the GT300-class C-West S15 JGTC racers (now Super GT) that stamped those formative lustful ideas and dreams into a cold, hard, wanton desire to build his own SR20DET-powered S15, something that could run a number at the drags or blast an enthralling lap out at a local circuit.
Theo and George Spartalis are not ordinary, and their cars are certainly far from average, often seamlessly integrating show quality build finish to hardcore race-style performance engineering. Both of these very special brothers shine on like crazy diamonds in the coalface that is the tuning scene and this wild S15 is Theo's opus, his toy, his pride and joy. Rather than keeping it placid with big rims, dumped stance, some styling efforts and around 250kW at the wheels, the Spartalis brothers took their inspiration from the most hardcore drag and circuit racing Silvias in Japan.
Theo made a pilgrimage to Japan a few years back, where the sight of the HKS Kyushu S15 running 10.4 on drag radials and using an SR20 pulled the strings in his mind, while it was witnessing the GT300-class C-West S15 JGTC racers (now Super GT) that stamped those formative lustful ideas and dreams into a cold, hard, wanton desire to build his own SR20DET-powered S15, something that could run a number at the drags or blast an enthralling lap out at a local circuit.
To achieve this, he scored himself a 2001-vintage Spec R S15 Silvia import and set about building a car that bridged JGTC circuit influence with some drag racing hardware and a pinch of road car smarts. At first, having spent well over $120,000 and three months in construction, it was a capable all rounder with over 400kW at the treads from its highly engineered SR20 (without nitrous), though it soon copped evolutionary upgrades to assist in its chase for a time slip and the world record for fastest SR20 on radial tyres.
At the start of the original build, Theo wanted the car to blend JGTC and drag styles into a road car and then take it from track to strip to street. However, his desire to run a fast time overcame the short-term circuit aspirations and any shred of road usage for the car, and so it slowly turned more into a strip-focused monster, though Theo reckons it can be re-tuned to smash lap records fairly easily and cheaply.
Before this latest round of modifications to really push it into drag car territory to run a number that Theo would be happy with, it had run a best time of 10.24@138mph on radials and 9.23@148.5mph on slicks, though these passes had been plagued with the kind of teething problems associated with massive feats of engineering like what this car packs. They had suffered all kinds of set-backs, from faulty battery charge warning lights, to shearing billet driveshafts, to a programming glitch on the MoTeC accidentally advancing the timing to nearly 27degrees (which would be enough to kill any normal motor)!
The whole build was excruciatingly difficult as the detail had to be off the clock. It had to be supremely well engineered, but finished to a standard that wouldn't be out of place on a brand new supercar or works-built factory racer. Still, running that first nine second pass made it all worthwhile for Theo, and he's rightfully proud of the advanced workmanship that is packed into the fatter-than-a-sumo two-door, the highlights of which are the seamlessly integrated C West GT widebody, the seam-welded chassis, the R32 Skyline GT-R rear-end, the carbon brakes from the USA and that ludicrously large T51R turbo.
At the start of the original build, Theo wanted the car to blend JGTC and drag styles into a road car and then take it from track to strip to street. However, his desire to run a fast time overcame the short-term circuit aspirations and any shred of road usage for the car, and so it slowly turned more into a strip-focused monster, though Theo reckons it can be re-tuned to smash lap records fairly easily and cheaply.
Before this latest round of modifications to really push it into drag car territory to run a number that Theo would be happy with, it had run a best time of 10.24@138mph on radials and 9.23@148.5mph on slicks, though these passes had been plagued with the kind of teething problems associated with massive feats of engineering like what this car packs. They had suffered all kinds of set-backs, from faulty battery charge warning lights, to shearing billet driveshafts, to a programming glitch on the MoTeC accidentally advancing the timing to nearly 27degrees (which would be enough to kill any normal motor)!
The whole build was excruciatingly difficult as the detail had to be off the clock. It had to be supremely well engineered, but finished to a standard that wouldn't be out of place on a brand new supercar or works-built factory racer. Still, running that first nine second pass made it all worthwhile for Theo, and he's rightfully proud of the advanced workmanship that is packed into the fatter-than-a-sumo two-door, the highlights of which are the seamlessly integrated C West GT widebody, the seam-welded chassis, the R32 Skyline GT-R rear-end, the carbon brakes from the USA and that ludicrously large T51R turbo.
Actually, that monster S13-generation SR20DET (used for simplicity's sake) is one area that has copped plenty of revision and updates over the tenure of the S15's life though most of that work has focused on attaining reliability rather than going for sky high dyno figures. The way the car gets out of the hole (off the line) and how strong it is in the mid-track has more to do with Theo's desire to run an ace time than outright grunt ever will (though that would net him a sweet mph figure).
The first thing most people spot in the engine bay is that monster HKS T51R KAI turbo, the snail pumps 30psi worth of boost into the now-2.2-litre SR20, though that's managed by the HKS 50mm external wastegate, TAL blow-off valve and Blitz Dual SBC boost controller. You can't run such a large huffer without the appropriate preparation being done to the bottom end, and on the GT Autosound S15 there's enough hi-po hardware in there to make a Silvia junkie drool with excitement.
In the block lies a Tomei stroker crank that has bumped capacity up to 2.2-litres and can spin far harder than the Nissan effort, while Power Enterprise bearings now handle the rpm, heat and stress from the manic motor, being able to turn to over 11,000rpm! While shopping at Tomei, Theo picked up a quartet of their matching 2.2-litre con rods to suit the motor as well as a set of oversize 87.5mm pistons that were then also Nikasil coated for extra strength and installed with unbelievably exotic titanium piston rings that are both lightweight and strong. There's also a Trust sump and oil cooler to ensure the motor's longevity.
Having experimented with both standard and heavily modified heads, Theo has settled on this expensive, labour-intensive set-up that is reportedly worth around $12,000 and packs exotic, intricate detailing like CNC porting, JUN billet plenum, Tomei valve springs and Manley titanium and aluminium valves. On the front of the motor, there is a Nissan VQ45 V8 throttle body and Tomei cam gears, while ARP head studs have been fitted to stop the top-end lifting off the long motor when that massive T51R gets a'spoolin'.
With the switch to methanol, the Sard 1000cc injectors currently doing duty will be joined by a second set. Theo had been running American-made Rochester units, but found them to be less than reliable on such a monstrously worked motor, something that can spell disaster and tens of thousands of dollars down the drain if it all goes wrong.
The first thing most people spot in the engine bay is that monster HKS T51R KAI turbo, the snail pumps 30psi worth of boost into the now-2.2-litre SR20, though that's managed by the HKS 50mm external wastegate, TAL blow-off valve and Blitz Dual SBC boost controller. You can't run such a large huffer without the appropriate preparation being done to the bottom end, and on the GT Autosound S15 there's enough hi-po hardware in there to make a Silvia junkie drool with excitement.
In the block lies a Tomei stroker crank that has bumped capacity up to 2.2-litres and can spin far harder than the Nissan effort, while Power Enterprise bearings now handle the rpm, heat and stress from the manic motor, being able to turn to over 11,000rpm! While shopping at Tomei, Theo picked up a quartet of their matching 2.2-litre con rods to suit the motor as well as a set of oversize 87.5mm pistons that were then also Nikasil coated for extra strength and installed with unbelievably exotic titanium piston rings that are both lightweight and strong. There's also a Trust sump and oil cooler to ensure the motor's longevity.
Having experimented with both standard and heavily modified heads, Theo has settled on this expensive, labour-intensive set-up that is reportedly worth around $12,000 and packs exotic, intricate detailing like CNC porting, JUN billet plenum, Tomei valve springs and Manley titanium and aluminium valves. On the front of the motor, there is a Nissan VQ45 V8 throttle body and Tomei cam gears, while ARP head studs have been fitted to stop the top-end lifting off the long motor when that massive T51R gets a'spoolin'.
With the switch to methanol, the Sard 1000cc injectors currently doing duty will be joined by a second set. Theo had been running American-made Rochester units, but found them to be less than reliable on such a monstrously worked motor, something that can spell disaster and tens of thousands of dollars down the drain if it all goes wrong.
There's also twin SX fuel pumps that basically shower the 2.2-litre four-cylinder with C16 race fuel and twin VL Turbo fuel pumps for the nitrous system. Up the front, a custom radiator and cooling system reduce weight and handle the increased pressures in the system, while the whole exhaust was also custom made from scratch to suit Theo's exact specifications. Ignition is handled by twin MoTeC CDI ignitors as well as high-rate MSD coils and leads, ensuring massive amounts of spark get to those plugs and burn the huge amounts of fuel flowing into each combustion chamber, something that will be even more important with the switch to methanol as it takes double the amount of alcohol to provide the same amount of propulsion as conventional petrol.
Helping keep the detonation at bay is the Trust front-mount air-to-air 150mm-thick drag-spec intercooler. This unit sacrifices ultimate long-distance cooling efficiency for almost no pressure drop at all across the massive core, something that Theo's able to cope with seeing how the car's really only running at full-tilt for a maximum of 10.24 seconds at a time.
All that work adds up to 490 rear-wheel kilowatts without nitrous through the auto gearbox (and well over 500 with a manual), but has seen as high as 600kW at the wheels on the bottle, though this was running a very conservative 18deg of timing. Some of the reasons Theo wants to change the to methanol is because alcohol will burn much cleaner than C16 race fuel, run the motor at a much cooler temperature and allow almost 35 degrees of timing, which should add around 200hp to the car's prodigious total!
Helping keep the detonation at bay is the Trust front-mount air-to-air 150mm-thick drag-spec intercooler. This unit sacrifices ultimate long-distance cooling efficiency for almost no pressure drop at all across the massive core, something that Theo's able to cope with seeing how the car's really only running at full-tilt for a maximum of 10.24 seconds at a time.
All that work adds up to 490 rear-wheel kilowatts without nitrous through the auto gearbox (and well over 500 with a manual), but has seen as high as 600kW at the wheels on the bottle, though this was running a very conservative 18deg of timing. Some of the reasons Theo wants to change the to methanol is because alcohol will burn much cleaner than C16 race fuel, run the motor at a much cooler temperature and allow almost 35 degrees of timing, which should add around 200hp to the car's prodigious total!
Auto Salon Aussie Car of the Month
J's Racing go to serious lengths on this 235kW naturally aspirated S2000!
Right from the moment you laid eyes on it, this AP1 had you, didn't it? Go on, even you turbo-junkie, died-in-the-wool brand whores will have to admit that this has to be one of the meanest, angriest S2000 Hondas you've seen, and also one of the best. This S2000 is built to circuit specifications, with thorough lightening of the chassis and body, along with a million adjustable suspension components and an engine that revs like a jet turbine.
To be able to lap Tsukuba in under the one-minute barrier, the line between all-out motor sport engineering and traditional street tuner modifications blurs. Every single piece of the motor's systems has to be scrutinised to check for inefficiencies, wasted power, less-than-perfect balance and possible weaknesses, because while they're all very minor on their own (perhaps contributing maybe one percent, if that), when you go right through a vehicle with a race engineer's eye you'll find quite a few of these issues and suddenly you've got a huge gain on your hands.
A couple of numbers concerning the highly worked F22C engine stand out on the info sheet the Japanese tuning legends provided us: 12.9:1 and 235. That is the sky high compression ratio and amazing amount of kilowatts this naturally aspirated 2.2-litre car puts out, which is about as far removed from your average street-driven AP1 as Jupiter is from Blacktown, and what an F22C it is!
To be able to lap Tsukuba in under the one-minute barrier, the line between all-out motor sport engineering and traditional street tuner modifications blurs. Every single piece of the motor's systems has to be scrutinised to check for inefficiencies, wasted power, less-than-perfect balance and possible weaknesses, because while they're all very minor on their own (perhaps contributing maybe one percent, if that), when you go right through a vehicle with a race engineer's eye you'll find quite a few of these issues and suddenly you've got a huge gain on your hands.
A couple of numbers concerning the highly worked F22C engine stand out on the info sheet the Japanese tuning legends provided us: 12.9:1 and 235. That is the sky high compression ratio and amazing amount of kilowatts this naturally aspirated 2.2-litre car puts out, which is about as far removed from your average street-driven AP1 as Jupiter is from Blacktown, and what an F22C it is!
One of J's Racing's own crate motors – which cashed up punters can buy for an eye-watering 798,000 Yen, plus shipping! – it is a finely balanced, high-revving, quad-throttle masterpiece that encapsulates all that is great and good about manic track-prepped Honda four-cylinders. In short, this thing is the alpha male of S2000 engines and you can't help but realise that the second you clap your peepers on it.
The custom intake and quad throttles feed obscene amounts of air into the completely rebuilt in-line four-cylinder, which has benefited from judicious reworking of Honda's already excellent engineering to provide a fantastically response powerplant that can withstand the brutal forces dished out from regular track work. The sump is now a J's Racing design that stops engine-destroying surging, while there are fluid coolers not just for the motor, but the gearbox and diff as well, all to ensure that they don't overheat and damage anything. Then there are the Mugen heavy duty engine mounts, Samco radiator hoses (that resist blowing off) and an Aussie MoTeC M400 ECU, which will keep a very strict electronic eye over proceedings.
Everything has been carefully tinkered with, as J's Racing went about changing and honing only what they needed to, though they saw fit to develop a new exhaust manifold and featherweight titanium exhaust system for the two-door flier. But, it's not just about power, with the efficient delivery of each of the 235kW the car puts down of utmost importance.
Everything has been carefully tinkered with, as J's Racing went about changing and honing only what they needed to, though they saw fit to develop a new exhaust manifold and featherweight titanium exhaust system for the two-door flier. But, it's not just about power, with the efficient delivery of each of the 235kW the car puts down of utmost importance.
To this end, J's Racing had Exedy build them a custom-specification Hyper Single clutch, while the boys in the back room changed the final drive ratio to a shorter, more accelerative 4.4:1. They also packed in one of their own 1.5-way limited-slip centres for increased traction and a set of hardened gearbox and differential mounts to erase the slop of the standard rubber units and assist power delivery. It was those excessive tolerances that provided the impetus for a lot of the suspension work that went on under the sexy bodywork.
After having the shell spot-welded for strength and a thorough roll cage welded in, a set of J's Racing's own CRUX coilovers were fitted, shod with pillowball upper mounts for a solid mating face, as the noise and harshness damping effects of the stock rubber pieces were not required on this track-only brute. J's also fitted a 20mm roll centre adjuster to let them get their geometry bang on perfect, along with a set of pillow-mount tie rods to eliminate the S2000's cursed bump-steer (where the toe angle changes as the suspension moves up and down, slowing the car in the corner and making it unstable).
Further limitations were eradicated with the removal of the OEM suspension arms, which were replaced by J's Racing's own SPL rear pillow-mount arms, along with the J's Racing sub-frame reinforcement kit in both the front and rear ends, which reduces twisting and takes the last ounce of slack in the OEM road set-up and drop-kicks it out of the park. Make no mistake: this S2k is stiffer than one of the Sydney Harbour Bridge's support girders.
After having the shell spot-welded for strength and a thorough roll cage welded in, a set of J's Racing's own CRUX coilovers were fitted, shod with pillowball upper mounts for a solid mating face, as the noise and harshness damping effects of the stock rubber pieces were not required on this track-only brute. J's also fitted a 20mm roll centre adjuster to let them get their geometry bang on perfect, along with a set of pillow-mount tie rods to eliminate the S2000's cursed bump-steer (where the toe angle changes as the suspension moves up and down, slowing the car in the corner and making it unstable).
Further limitations were eradicated with the removal of the OEM suspension arms, which were replaced by J's Racing's own SPL rear pillow-mount arms, along with the J's Racing sub-frame reinforcement kit in both the front and rear ends, which reduces twisting and takes the last ounce of slack in the OEM road set-up and drop-kicks it out of the park. Make no mistake: this S2k is stiffer than one of the Sydney Harbour Bridge's support girders.
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