The Jensen 541s British Classic

It is not uncommon for car enthusiasts to sit together and discuss the great cars of our times. During these conversations, names will pass their lips that have long ago secured their places in the history books and captivated enthusiasts in such a way as to guarantee the interest of people reading ten, twenty and even fifty years from now. Think of them now: Bugatti, Chevrolet, Rolls Royce, Volkswagen, Ferrari, and Jensen. They all roll off the tongue and make us aware that here is a medium that deserves our attention. The classic ... hang on, did that just say "Jensen"? Yes, yes it did. What gives?

It is a little-known, but wonderful car that has been greatly admired by a seemingly small number of people. The Jensen 541S has never had the mass appreciation that is reserved for vehicles such as the Ferrari Testarossa, nor the Bugatti Veyron, and yet it is a car that is very much loved by those who own them or have spent some time either driving or learning about them. And this is not down to some kitsch ironic love, either, it is all in respect of just how good the 541S has proven to be since its heyday of the 1950s. Perhaps the reason for its lack of profile among all but the hardiest car buffs is that there were only 127 made. There may not be many of them, when it comes to quantity, but those that were made and those that survive bear testament to the quality.

So what do people love about the Jensen 541S? As the above text suggests, it does have its admirers, and those admirers are very devoted to its charms. Among those charms is its price - both when it was first commercially available and now (if you can find one to buy) it has been excellent value, even undervalued in many people's opinions. Being hand built, there are also precious few maintenance problems to worry about, to the extent where it is one of the few classic old automobiles that can still serve as a car for day-to-day use. Many people who own classic cars may not actually want to drive them frequently, but having one that you can use regularly is a positive for most.

As much as anything, the love for the Jensen seems to stem from the fact that the construction was truly ahead of its time. The Jensen brothers - from their factory in the English West Midlands, created some of the first cars with disc brakes, some of the very first four-wheel drives, and they used wind tunnels to aid their ideas on body design long before it was typical. Their ideas on safety as well showed that they thought more about what they were doing than many of their rivals. The 541S was the first car to have seatbelts as standard, and the dashboard was padded in case of collision. Unlike many cars even now, the inside door handles were kept somewhere where triggering them accidentally was impossible. For these reasons and more, the Jensen 541S hovered up the awards when it was new - and although not so many people know, it is still pretty incredible today.

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Article Source: http://EzineArticles.com/?expert=Levi_Quinn

The Nissan 350z Tein H Tech

To upgrade your 350z handling I advise that you upgrade with a Tein H Tech Lowering Spring. With just added the Teins H Tech lowering spring your 350zed handling improved dramatically. A 350zed replacement for the factory springs, the lightweight performance Tein H spring improves handling, reduce body roll, and do not negatively impact ride quality. Tein is a well known name when it comes to spring and coilover damper kit. Tein products are made in Japan with high grade material for performance and quality.

Tein H Tech lowering spring provides approximately between 1.0 to 1.9 inch drop to achieve a balance between aggressive styling and comfortable ride experience. Check the detail specifications of each Tein H spring set for your car for the exact height drop measurement. Tein H Tech lowering springs lower your car anywhere from 1 to 2 inches. This has the effect of lowering your car's center of gravity, which improves handling. These new springs also have different spring rates and will usually give you a much stiffer ride than the stock springs. You must have a spring compressor tool and know how to use it.

These Tein H Tech lowering spring are under tremendous pressure with an entire car sitting on them, and if one should come loose while using the spring compressor it could easily kill you. Even with the knowledge of how this installation is done it can still take a long time. Tein H Tech lowering spring sets feature rubber spring protector tube to dampen noise level. Tein H Tech springs are first coated with zinc phosphate, a rust-proof material.

The H Tech springs are then finished with long lasting gold powder paint. In addition, each Tein H Tech spring is made using a new material called Vanadium, a strong, lightweight material that retain more spring stroke for optimal quality. Tein H Tech lowering spring give a sleek and modern look to your car and also maintains the quality and stability of the car. One can also avoid the unwanted body roll by using lowering springs of good quality. There is no doubt that Tein H Tech lowering spring are the best way to give the looks of your car an edge over the others and to kill the gap between the fender lip and the top of the wheel.

• All Tein H spring are designed specifically to fit each car for maximum performance
• About a 1 to 2 inch drop for a more attractive appearance
• Tein H spring are comfortable ride quality is still maintained by using the OEM bump rubber and noise protection sheet

If you like to learn more and improve the performance on the Nissan 350z with accessories please visit us at 350zEvolution.com.

Article Source: http://EzineArticles.com/?expert=Lamar_Graham

Review: 2009 Lotus Exige S 260

Over its 61-year history, Lotus Cars has spent a considerable amount of time clawing its way back from the brink of insolvency. The company's most recent bout with financial disrepair came in the early Nineties after the front-wheel-drive Elan proved a commercial failure (surprise!) and the Esprit toiled away in the shadows of newer, more powerful supercars. As hope for the historic marque's triumphant return began to fade, a group of Lotus engineers pooled their collective will to create an all-new, back-to-basics model that would revive Colin Chapman's company and give hardened enthusiasts the purist's driving tool they craved.

In September of 1996, the Elise was born, and four years later, its hard-top sibling – the Exige – came on the scene. Over the last decade, we've seen a raft of super-special-limited-edition variants follow in its lightweight wake, but the ultimate version is this: the 2009 Lotus Exige S 260. Packing more power and "more lightness" than the 240 Sport we sampled last year, there's no doubt it's a telepathic terror on track, but we wanted to know if it was up to the depravity of Michigan roads, so we set our chiropractor on speed dial and headed out...

But first, a quick recap of high school physics.

The definition of kinetic energy is e = 1/2 * m * v2. You can rearranged that equation to v = square root ((2 * e) / m). Automotive translation? You can make a vehicle quicker by either increasing available energy (more power!) or by cutting its mass (more lightness!). With this latest Exige, Lotus engineers have clearly said: "Screw it. Let's do both." And with that, they've taken the 240 S – already one of the lightest street cars on the market – and shaved nearly 60 pounds by replacing the engine cover, rear wing, front splitter, roof and side ducts with carbon fiber pieces, and they've fitted a set of lightweight sports seats and plonked a minimalist battery in the "trunk."



With the weight reduction out of the way, the engine tweakers in Hethel extracted a further 17 horsepower out of the supercharged, 1.8-liter Toyota-sourced four-cylinder engine to bring total output up to 257 horsepower and torque to a reasonably stout 174 pound-feet. While that's nothing to write home about in the two-ton luxobarges that populate the Great Lakes State, fit it to something that weighs just over 2,000 pounds while meeting the Fed's safety standards – all while returning 20 mpg in the city and 26 mpg on the highway – and you've got one of the most potent performance creations available to man. Assuming you can fit inside.

Lotus manages to achieve such a low mass (while meeting modern regulatory standards) by using a novel architecture built from a collection of aluminum extrusions riveted and glued together. The issue of ingress and egress stems from this: the chassis was originally designed for a convertible. The side beams are large enough to support most of the structure, meaning they're both tall and wide. In an Elise sans roof, no big deal. You just step over the sill and plop your backside into the seat. With the roof bolted in place, the experience is closer to sliding through the window of a race car or, more appropriately, down the barrel of a cannon.



Once you've wiggled your way inside (helpful hint: place your right foot in the well, sit on the sill, grab the wheel and tug yourself through), you're ensconced in a carbon fiber shell with a minimal amount of padding. The driver's seat moves fore and aft (the passenger seat is fixed) and both thrones benefit from cut-outs to accommodate a five-point racing harness and HANS device. As the seats are solid pieces of carbon fiber, there's no lateral give, so you'll want to start shopping for diet books on Amazon... yesterday.

The Exige's diminutive size and cramped cabin causes your legs to cant towards the center of the car where the trifecta of proper pedals reside, and while the steering wheel is fixed, the upright seats allow the wheel and shifter to fall readily to hand. Although early Elises were bereft of carpeting, exposing the matte aluminum to reaffirm your hardcore surroundings, the Exige receives carbon fiber caps on the door sills and dashboard, while the steering wheel, door panels and center console are coated in Alcantara. Cubbies? All you've got is an aluminum tray to the right of the radio and (hopefully) a helpful passenger.



Starting up the Exige involves pressing the unlock button on the key, inserting it into the column, twisting it to the "On" position and – within 30 seconds – pressing the engine "Start" button on the left side of the dash. If you miss the 30 second window, you simply press the button on the fob and the four-pot behind your head spins to life.

Historically, Toyota's high output, variable valve timing-equipped 1.8-liter four is too high strung and lacks usable grunt near the bottom of the tach. Fortunately, the supercharger Lotus has fitted to the Exige addresses both issues, removing the torque deficit and vastly improving daily drivablity. Combined with the Exige's low mass, the engine makes trolling along in stop-and-start traffic a remarkably effortless process. The trade-off? With the intercooler mounted atop the engine and fed by the roof-mounted scoop, the rear window has been replaced by a solid bulkhead, leaving the outside mirrors as the only means of conveying what's going on behind you. Combined with the oh-so-low roof and seating position, road monsters like the Honda Fit tower over the Exige. Those afflicted with Napoleon complexes need not apply.



Naturally, maneuvering around a garage or parking lot takes some effort as the Exige – like its predecessors – doesn't come equipped with power assisted steering. However, once you're on the go, the effort falls away and the helm is pure mechanical perfection. Once you escape the confines of urban life, any worries about size, steering or visibility simply melt into the distance.

Climbing up the Exige's graduated tachometer towards 9,000 RPM, you'll notice there's no marked redline. Instead, a series of three red LEDs illuminate on the dash when it's time to shift. When the engine is cold, the indicators come on between 5,000 and 6,000 RPM. Once the coolant and oil are up to temperature, you can throttle down, spin the 2ZZ past 4,000 RPM – where the VVTi kicks in – all the way to its 8,500 RPM redline and enjoy the mechanical duet of the engine and supercharger ricocheting around the undampened cabin.

With the engine rocketing towards redline, the Exige's gearbox is ready to deliver six perfectly spaced ratios to keep the supercharged four in its meaty sweet spot. The aluminum shift lever benefits from short throws, although the linkage on our (likely abused) press car could have been slightly more precise. The narrow footwell – a minor annoyance earlier – became an asset, with closely spaced pedals that made heel-and-toe action a breeze.



Off the line, the Exige has you covered with a variable launch control feature. Unlike most systems that give you one option to create the perfect standing start, Lotus allows drivers to set the engine's launch control speed anywhere between 2,000 and 8,000 RPM via a knob on the left of the steering wheel. Once it's set, simply floor the long pedal and the system holds the engine at the pre-set speed. Drop the clutch and you've got a perfect launch time after time. After fiddling with the settings, we found the magic mark (4,500 RPM), allowing the Exige to burst off the line with the perfect amount of wheel spin. No bogging, no slithering, just thrust – even on less-than-perfect surfaces.

But as good as the engine, launch control and auditory assault are, they're far from the best part.

It's no wonder automakers around the world tap Lotus Engineering to sort out their suspensions – the Exige is the perfect case study. Simply put, the roads in southeast Michigan suck. They're loaded with bumps, cracks and heaves. But even though the Exige is clearly not tuned for comfort, the suspension does a remarkable job of dealing with Michigan's worst.

Unlike most stiffly sprung sports cars, the Exige doesn't bounce around. The copious quantities of mechanical grip convey every nuance of the tarmac into the cabin, but none of this is as jarring as you'd expect. Flying down a curvy road at a clip far beyond what most cars are capable of, your backside just inches from the road, the Exige is supremely confidence inspiring. Even hitting a frost heave mid-corner left our little Lotus unperturbed.



Unfortunately, it's not always sunshine and sweeping tarmac. But even at those times, the Exige impressed. Cruising down the freeway in a downpour, the window defogger did an admirable job of maintaining forward visibility – and even with the nearly slick Yokohama Advan A048s fitted at all four corners, the Exige never slipped or slithered. While it's far from a daily schlepper – a four cubic foot bin behind the engine bay and whatever space you can manage in the passenger seat is what passes for cargo space – as a play thing, the S 260 approaches four-wheeled perfection.

Another benefit of the Exige's small engine and featherweight design is decent fuel economy. The EPA rates the Exige S260 at 20/26 mpg city and highway and we averaged 19 mpg on two fill ups of the 10.6 gallon tank. The Exige and its carbon fiber doesn't come cheap though. The S 260 adds $9,000 to the starting price of the S240 and the out-the-door tab affixed to our example came to $77,115. That's more than $30,000 less than a Tesla Roadster, which shares its lineage with the Lotus Elise. Given that most drivers of either this or the Tesla are likely to put on far fewer miles than on an average car, we'd opt for the 2-3 minute fill ups of the Lotus if it were our own money – assuming, of course, that we wedge ourselves inside.

[Source: Autoblog]

First Drive: BMW 535i Gran Turismo

Evolution is a tough thing to watch – and not merely because it takes millions of years. While the developmental pace of the automobile has proven to be rather quicker than the natural world surrounding it, the car industry's recent house-on-fire rush into new niches and sub-genres has often been similarly challenging to make sense of. Like those primordial fish that beach themselves, drag their bellies on the sand with their fins and eventually mutate into, say, Adriana Lima, you just have to know that the industry's recent diversification efforts will eventually yield a timeless beauty or two. But thus far, you could be forgiven for thinking that the process will take a few hundred millennia – especially where it concerns the industry's nascent call-me-anything-but-a-station-wagon movement.

While the burgeoning four-door coupe segment has already yielded some supermodels, the kinlugger set has yet to work out the same way. This, despite seemingly every automaker downing the midnight Red Bull in an effort to hit upon a package that bundles the functional attributes of a family hauler without their social stigma. Some companies are disguising their efforts as SUVs (traditional square-rigged crossovers); a few have waded in with quasi-minivans, while others are staking their claim to the muddy hatchback middle ground. Enter the latest automotive platypus, BMW's 5 Series Gran Turismo, a distinctive new five-door that aims to meld the practical utility of a CUV and a station wagon without the either genre's dynamic and civil penalties.

First things first. There's no point in dodging the obvious: Aesthetics will be the primary topic of discussion whenever the 5 Series Gran Turismo comes in for scrutiny. And with good reason – we haven't seen anything quite like it before. Up front, the 5GT's enlarged kidney grilles cant forward ever so slightly, creating an aggressive look reinforced by twin corona headlamps and muscular front fenders. The grille's rake isn't as deliberate or convincing as, say, an E28 5 Series, but it does lend the face a degree of menace without running afoul of European pedestrian safety standards. Follow the headlamps along their main character line, and you'll run across a traditional high-waisted beltline. But it isn't really until the rear end that the shock sets in – the 5GT's jarring, fastback-like greenhouse that terminates in a novel (if controversial) dual-hinged liftback arrangement.



While we wouldn't use the word "elegant" to describe this vehicle's styling (as our BMW hosts often did), it certainly possesses a shape for which the old classified ad chestnut "Must see to appreciate" was surely created. Simply put, while far from a traditional beauty, the 5GT's proportions acquit themselves significantly better in the metal than they do in print or on screen. Natural light plays with the body's details in more flattering ways, and on the road, its scale can be more readily appreciated.

The 5GT's polarizing visuals will be its biggest hurdle to consumer acceptance.

More than most, the 5GT is a motion-sensitive design, looking quite a bit better on the move than it does when static. And although it isn't likely to be confused with something from, say, an Italian design house, we must say it looked very much at home parked in front of the beautiful vistas and posh hotspots of Lisbon, Portugal, where we sampled it last week. Still, it's clear that the 5GT's polarizing visuals will undoubtedly be its biggest hurdle to consumer acceptance.

As you might reasonably surmise, the real beauty here is on the inside. Light and airy thanks to a standard-fit panoramic sunroof, the 5GT's cabin manages to eschew the inky Teutonic sobriety that most modern Bimmers succumb to, particularly when lighter material colors are selected. Like other BMWs, the dashboard is a study in horizontal layers that emphasize the interior's width, and the 5GT has genuinely inspired door panels whose undulating lines flow uninterrupted between the front and rear passenger compartments. In particular, the rear cards take an unusual and visually compelling form, with the door handles riding the crest of a wave that wraps around behind the second row.



As with the door panels that surrounds them, the rear seats are actually the most comfortable perches in the whole place. 5GT models come standard with a 40/20/40 split seat with a nice fold-down console. However, that narrow center section is unlikely to prove useful for actual occupants, so we would recommend splurging on the optional fixed armrest/console, which adds electric articulation and more luxurious buckets (either setup has 3.9 inches of fore-aft travel and 15 to 33 degree adjustable rake), individual climate control for each occupant, sunshades and a genuine limousine-like environment – especially when fitted with optional creature comforts like the dual-screen DVD. With the legroom of a 7 Series and the headroom of an X5, it's a much nicer place to spend time than in the current 5 Series Touring. And while we don't normally tend to think of pent-roof five-door hatchbacks as "Gran Tourer" material, a stint in the second row of this Bimmer readily communicates why the moniker has been appropriated.

Of course, the front seats aren't so bad, either, and BMW has resisted fitting a too-thick steering wheel here as it has to some of its other vehicles. Observed fit-and-finish was first rate, and it's surprising to find such features as auto soft-close doors and power headrests as standard equipment. All major controls are within easy reach, with many being accessed through the latest generation of iDrive, which is much improved but still a bit complex for our tastes.



The 5GT's pièce de résistance is the aforementioned twin-hinged liftback. The hatch can open wide at its roof-mounted hinge to accept bulky items, or a smaller secondary aperture below the glass can be opened giving the car sedan-like versatility. Why is this a big deal? Well, aside from being a party trick to awe the neighbors, if you select the smaller opening, you can load what is effectively a completely sealed trunk, ensuring that wayward drafts – be they frigid or acrid – won't invade the passenger compartment. Further, with a sturdy parcel shelf (which can be stowed below the flat load floor) and a partition between the passenger compartment and the cargo hold, the system pays aural dividends as well. Despite using frameless doors, the 5GT is impressively isolated from the sorts of road noises typically fomented by boomy open cargo areas.

At first, the hatch arrangement struck us as a bit gimmicky, but in practice, its advantages become clearer. One thing that doesn't come clearer, however, is the view out back. Presumably, the double-joined mechanicals eat into space that might otherwise have manifested itself as a larger glass area, because what's left is a mail slot of a rear window. Oddly, BMW has declined to use shingle-style headrests that would have made the best of the available sightlines. As it is, plan on becoming BFF with the excellent backup camera.



For a marque that has prided itself on being the Ultimate Driving Machine, it's perhaps a bit ironic that the best seat in the 5GT's haus is in the back. But if you were expecting us to say that BMW's latest is a disappointing driver – or that it rides and handles like a 5 Series Touring with three-inch lifts on – dock yourself a few points, because it's better than all that.

For one, this segment-splitter isn't really analogous to the E60/E61 5 Series at all – it's actually built on the modular chassis that will underpin the next generation 5- and 6- Series. As such, its closest relative is the new standard-length 7 Series sedan, a model with which it shares its 120.7-inch wheelbase (the current 5 Series Touring's is considerably shorter at 113.6-inches) and front- and rear tracks. The wheels are nearer to the corners than in Bimmer's big-dollar sedan, however, as the overall length is trimmer by about three inches, and the roofline is taller by just over the same amount.

That generous footprint pays dividends not just in a munificent interior, but also in polished, big car comportment. While Bavarian Motors of yore suffered stiff-legged rides because of their run-flat tires' reinforced sidewalls, we experienced no such issues on Portugal's admittedly first-rate roadways. Further R&D by rubber companies has clearly helped to minimize ride penalties associated with the technology, and both the 245/50 18-inch tires and 245/45 front, 275/40 rear 19-inch tire packages we sampled struck a reasonable balance between comfort and handling.



With its so-called "semi-command" seating (the hip point is two inches higher than the current 5 Series but a full four inches lower than the X5), you might expect the 5GT to feel a wee bit tipsy, but it's nothing of the sort. Yes, there's no denying the physics behind 4,500+ pounds if you really overcook it going into a corner, but this rear-driver responds gamely to inputs, with the right amount of compliance from the double-wishbone front and rear multilink suspension setup and decisive, well-timed gearchanges from its ZF eight-speed automatic to aid driver confidence upon entrance and exit.

BMW came up with a far more complete product than we thought, but how will it successfully market this thing?

While we were a bit surprised at the absence of paddle shifters on the vehicles we sampled, with the octocog transmission's broad selection of ratios at the ready and plenty of torque from both the inline-six in the 535i and 530i diesel (we couldn't resist sampling this not-for-U.S. treat) we didn't miss them – and besides, there's a tap-shift feature on the gearlever. No manual gearbox is offered, and even if the 5GT gets an M variant, we wouldn't bet on finding one inside.

Despite the car's long wheelbase and substantial curb weight, the 5GT still proved itself to be an engaging steer on the undulating coastal roads around Lisbon. Speaking of – if you prefer a quicker helm, BMW offers an optional Integral Active Steering system that varies the rack's ratio and provides a bit of rear-wheel steering. However, we're not sure we see the need. While IAS may help shave a second or so off your lap time at the Nürburgring, it seems rather beside the point with a practically minded vehicle like the 5GT. Further, the standard hydraulic system offers superior feedback and more predictable turn-in with the added benefit of lower cost and complexity.



Similarly, although the 4.4-liter V8-powered 550i model wasn't available for sampling at the launch event (it's the only engine that will be available Stateside when the model launches in December), we can't see why we wouldn't save some ducats and go with less expensive 3.0-liter twin-scroll turbo inline-six of the 535i, as it's substantially lighter, offers plenty of power, and promises to be more economical to purchase and operate. With 304 horsepower (@ 5,800 rpm) and 295 pound-feet of torque available from just 1,200 rpm, it's also no slouch. Sixty mph arrives in an estimated 6.3 seconds and the party doesn't stop until 155 mph. Unfortunately, you'll have to hold out until next spring if you want the new direct-injected, Valvetronic-equipped six, but at least if you're willing to wait that long, you'll also probably be able to select xDrive for enhanced all-season grip.

Regardless of engine choice, all U.S.-bound 5GTs will feature Dynamic Drive Control, a rocker switch that gives the driver the ability to electronically gird the car's various systems for performance driving. DDC alters everything from throttle response to gearbox shift points, stability control thresholds and steering assistance. Those settings come in the form of Normal, Sport, and Sport + – we'd recommend the middle setting even for daily driving duties, as it isn't too firm.



Having spent some quality time both driving and reflecting upon what BMW has created here, we're convinced that Munich has come up with a far more complete product than we might have reasonably thought. It drives very well and it offers a number of unique functional attributes that we can see being of real value for some customers. What we're still foggy on, however, is how BMW will successfully market this thing. With its modest ground clearance, it isn't a crossover, and it isn't really a minivan/people mover either. It's just different enough that it has no natural competitors – especially in America, which isn't slated to get vehicles like Audi's A5 Sportback. Premium rear-drive hatches like the Porsche Panamera and Mercedes-Benz's slow-selling R-Class are just too far afield to be considered rivals, and even though pricing has yet to be revealed (we're guessing the generously equipped 535i will start in the mid-$ixties somewhere), it figures to be costlier than, say, an Audi A6 Avant.

To be fair, being a party-of-one can be an enviable position from which to operate, but it can also place one outside popular consideration. Whether BMW's marketing crew can convince American consumers that a tallish 5 Series with a prehensile tail is the next evolution of the premium family car remains to be seen. Will the Gran Turismo prove to be the missing link that buyers have been clamoring for, or an evolutionary cul-de-sac? Only natural selection customer dollars will decide.

[Source: Autoblog]

Ferrari California the latest object of Hamann's tuning affections

Like their ever-tuning counterparts Edo Competition, Hamann Motorsport have got their hands on a 2010 Ferrari California and are working on an aftermarket program for the folding hardtop sportscar. Among the performance parts on the way are new exhaust system and a revised engine management program that the company says yields a 20% gain in horsepower from the 4.3-liter V8.

Until then, California owners can opt for Hamann's aerodynamic kit that makes extensive use of carbon fiber. The complete kit consists of a new hood, front spoiler, side skirts, a three-part rear diffuser, and a small rear wing. Other available components include Hamann's lightweight forged wheels and a range of interior accessories.

[Source: Hamann Motorsport]

PRESS RELEASE:

Refining super sports cars is more than just business for the company HAMANN Motorsport. Their passion for detail, for something special and unique is the main incentive for extraordinary modifications. The latest stroke of genius once again confirms this. The HAMANN interpretation of the Ferrari California with its exclusive and extensive refining programme does not only make the hearts of real Ferrari fans beat faster.

Most of all, the car body kit proves that HAMANN does not only focus on changing the visual appearance. Apart from design elements such as a bonnet made of carbon fibre, specific modifications at the front, sides and back boost the aerodynamics. Thereby, the front spoiler reduces the lifting forces of the California which significantly improves the handling and agility. Moreover, the unobtrusive side skirt set calms the airflow between both axles. And moreover, a back spoiler increases the contact pressure. Here, the HAMANN engineers agreed on a small wing profile which considerably enhances the car body design. As the combination with the perfectly integrated and three-part rear diffuser renders enough grip for the road. Mainly on country roads with many curves, the HAMANN aerodynamics kit unravels its power and generates pure driving pleasure.

The extra agility and handling gives room for more performance. Also here, HAMANN-Motorsport contributes its know-how. An adjustment for the motor management is in preparation and a sport exhaust system will also be especially engineered for this sports car. This combination will advance the performance of the serial 4.3 litre V8 engine with 460 hp by up 20 percent.

Another technical highlight in the offered tuning programme is the multi-part HAMANN aluminium wheel called EDITION RACE. The black varnished rim star and the titanium bolting of the high-gloss polished rim flange emphasise the racing character. As the wheel is produced in forged technology, it is extremely light. This reduces the unsprung masses which noticeably improves both the acceleration and the braking response. The recommended wheel-tyre combination measures 9.0Jx21 inches with 245/30ZR21 tyres for the front and 12.5Jx21 rims with wheels measuring 345/25ZR21 are fitted at the back. The wheel-tyre combination is perfectly enhanced by the suspension which is used in order to lower the sports car.

Also in the interior, HAMANN has a lot to offer to its customers. In addition to the serially offered interior, HAMANN Motorsport offers an extensive programme, ranging from personalised floor mats to a perfectly finished complete leather interior.

For more information about the widespread HAMANN tuning programme, please visit the web site www.HAMANN-MOTORSPORT.com .

The BMW Z21

BMW Just 4/2 concept was introduced in the year 1995 for the first time at the Tokyo Motor Show held during the month of November. The Just 4/2 Concept is also known as the BMW Z21. The name basically signifies that the vehicle is a motorcycle, which runs on four wheels. It does not have a roof and comes with two seats with open wheels.

Some of the variants don't even have a windscreen or make use of the engine, which is rear mounted with four cylinders 199 BHP BMW K1100 model. It slings a 1212 pound runabout in just around six seconds to the speed of 62 mph. All kinds of safety necessary equipment has been provided in Just 4/2 model. There is also side impact protection and an inclusion of airbags for the safety of passengers and driver.

It unveils many of the latest ideas like the trunk provided in the vehicle, which can also be used as a suitcase. Therefore, it can be used as a two-in-one utility as both a suitcase and a trunk.

There are also some add-ons for the passenger and driver, which are as smart as they are pragmatic, with everything right from helmet down to the weather-proof outfit matching the Just 4/2 Concept.

Some of the critics did not appreciate the looks of this concept, while some found it to be strange yet attractive.

In the latest generation, it is expected to be marketed with better looks as the side panels will be provided instead of gaping holes, which didn't suit the model's appearance in eyes of many of its potential customers.

To take a tour of the latest BMW Just-4/2 Pictures Click-Here

You can find many more sizzling BMW Car Pictures Here

Article Source: http://EzineArticles.com/?expert=Michael_Christopher

The 2008 BMW X3

BMW X3 is one of the high performance versatile SAVs (Sports Activity Vehicle) from the house of BMW that blends all round utility and capability with the handling and performance of a sports car. The 2008 X3 was made available in only one trim -- 3.0 osi, which delivered a power of 260 hp and with the help of 3 liter engine with six cylinders, six speed automatic transmission with S-tronic shifting. A 6-speed manual transmission system was also available optionally.

This model was equipped comprehensively with high end components, which include (but not limited to) 17 inches alloy wheels, a panoramic glass moon roof, leatherette upholstery, tire pressure monitoring system and rain sensing wind shield wipers, and automatic headlight control.

The BMW X3's xDrive intelligent system, hill descent control and dynamic stability control render excellent handling, stability and traction for a wide range of weather and terrain conditions.

The 2008 X3 models are a carryover from the year 2007. Looking at the noteworthy changes, active front headrests have become standard feature and the dynamic stability control system of the model incorporated a rollover sensor.

The on-road price of the model was about 35,510 US Dollars and it has been quite successful in the market. Off-late the 2009 BMW X3 has entered the market and it is expected to do even better than its predecessor, featuring loads of safety features and improvised off-road capabilities, making it a truly versatile vehicle. It is one of the rare beauties, which has no direct comparable competitors in the market.

To learn more about BMW X3 Cars Click-Here.

You may also want to download the latest BMW Car Wallpapers Here. Article Source: http://EzineArticles.com/?expert=Michael_Christopher

The 2010 Lincoln Town Car

Lincoln has set the standard for roomy luxury automobiles for decades, and the 2010 Lincoln Town Car does not disappoint. MSRP priced between $46,000 and $52,000, it remains one of the few truly affordable luxury vehicles as well.

Stepping into the Town Car is like melting into butter: with soft leather seats all around, plenty of leg room and great visibility, it retains its reputation as a living room on wheels. Yet, this is not your grandma's living room! With a 239 HP V-8 engine under the hood, the Town Car has plenty of get up and go.

Much fuss has been made lately about the fuel-efficiency of American-made cars, magnified by the overwhelming success of the "Cash for Clunkers" program. This Lincoln model boasts 24 mpg on the highway and 16+ mpg in the city, which means you get plenty of mileage out of that tank of gas without sacrificing comfort and luxury.

Safety is always a priority for Lincoln, and the 2010 Town Car has many standard features along those lines including front and side airbags, traction control, anti-lock brakes, and a security system: all this adds up to five-star ratings on every single government crash test.

One of the favorite features for Lincoln enthusiasts is the spacious trunk, and this model doesn't disappoint: the trunk is cavernous enough to hold your golf clubs, your neighbor's golf clubs, and even a cooler of beer to enjoy after the game.

With 50 deluxe interior features standard, you will have everything you need at your fingertips to make your driving experience a pleasure. The 2010 Lincoln Town Car proves that Lincoln is still the choice for pure luxury.

Beal Parkway Lincoln Mercury Volvo (http://www.bplmautos.com/) is a car dealers Fort Walton Beach. Ryan Coisson is a freelance writer.

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New and Old Knight Rider Car

Anybody who saw the earliest version with the "Hoff" will remember the Knight Rider car Kit. Kit was a Trans am Firebird, and was beyond doubt a beauty at that. Perhaps its most unique attribute - apart from the finicky and fussy talking computer - was the line of red lights spanning the hood. They would all flash in sequence and give off different sounds as the camera zoomed in on it.

I suppose this new Knight Rider production calls for a new Kit, and they definitely haven't dilly-dallied to change matters up a little. Though they still feature a dark, US-made muscle vehicle, everything else has changed. The new car is actually a Mustang - while a very revved up one at that. According to what I've read about it, it is a Shelby GT 500. It definitely has a larger, stronger feel to it than the old one. When you saw that original car, you somewhat could believe that it would be able to fly. This new car, even so, seems much heavy and more hard. It may be easier for people to believe it when the new car snubs ammunition as if they were nothing.

The one thing I don't like with the new car is the sad reality that it no more has the luminous line of red lights on it. However, it does have a horde of dandy high-tech gadgets that wasn't available on the old one. There is a liquid crystal display screen inside that will show cool pictures as KIT the car talks. I'm sure the special effects will be more credible too, and the weapons might be much more high-tech. There are quite a few differences in the Knight Rider car, however, I'm sure probably the most die hard purists will be able to appreciate the Mustang. I for one am already drooling at the expectation of seening it chase criminals.

Evidently, the old car has been put on the market.I'm not surprised by this. With all the promotion that the new production is getting as a consequence of its reintroduction, the owner of the old one is in all likelihood reckoning that he or she can get a some cash from the sale. And it surely will cost a pretty penny. I've got word that the cost of the car was nearly 200,000 dollars - Not precisely small change. I'm kind of jealous of whomever gets their hands on it. I am a big lover of the old production myself.

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