2010 Mazda 3
2010 Mazda 3
2010 Mazda 3 Pictures
Monday, August 31, 2009
2009 Maserati Quattroporte S Pictures
2009 Maserati Quattroporte S
2009 Maserati Quattroporte S
2009 Maserati Quattroporte S Pictures
Sunday, August 30, 2009
2009 Yaris Sedan Car Picture
2009 Yaris Sedan Picture2009 Yaris Sedan Interior2009 Yaris Sedan Rear View
Cool Tuners Cars Photos
Red Hog Tuned Car
Really Cool turtle tuned car
Yellow Tuned car
Honda civic tuned car
Crazy tuned car
Cool Fast Mclaren tuned car
Saturday, August 29, 2009
2009 Avanza 1.3 G M/T
2009 Avanza 1.3 G M/T Picture2009 Avanza 1.3 G M/T Interior Design2009 Avanza 1.3 G M/T Interior Images
Friday, August 28, 2009
Thursday, August 27, 2009
Mini Clubman S Rally Edition
The Rally Edition of Mini Clubman S will be made available in US market on October. It will be in limited units where each Mini dealer is expected to receive one car with a unique plaque and Rally Green mirror caps and side skirts. The new Mini SUV type comes in Midnight Black with clear lens indicators, xenon headlights, 17-inch alloy wheels, and a Bluetooth kit. If you are big Mini fan, this is your chance to own one of its exclusive releases – the Rally Edition which tag price will start at $33,000.
MINI Coupe Concept
Celebrating 50 years since its first release, a new model of the MINI is conceptualized and many are keeping their fingers crossed that it goes into production. The new version is the MINI Coupe. While the front end may look like the modern MINI, the rear sports a whole new look. Gone is the vertical rear windshield and rear seats. The result is more luggage space at the back and a more sporty look. Every engine available for the MINI is still accommodated in this version so driving fast is always an option for this tiny car.
2010 Jaguar XK Portfolio Convertible
If you are looking for a fast ride, with some style that will let your hair blow in the breeze, then you are looking for the 2010 Jaguar XK Portfolio Convertible. This two-seater may not get the best gas mileage for it’s size from it’s V8 engine, but as fast is it can go, the gas pump may be the only place where the car isn’t moving too fast for people to actually see it.
Wednesday, August 26, 2009
Maruti Suzuki launches new Estilo sans Zen prefix
Indo-Japanese car maker Maruti Suzuki on Tuesday launched a new petrol version of its hatchback Estilo, priced between Rs 3.12 lakh and Rs 3.95 lakh at showrooms in the national capital. The group also dropped the car's "Zen" prefix.According to Maruti, Estilo has established itself as a brand and did not need the crutches of "Zen" to its name.
"Estilo is a brand in itself and is very different from the Estilo we launched in 2006 or the Zen in 1993," said Mayank Pareek, Maruti's managing executive officer in-charge of marketing and sales.
The new model is equipped with a 998 cc, three-cylinder petrol engine. According to the company, it is not only more powerful compared with the earlier version but also better in terms of fuel-efficiency, besides being compliant with the latest emission norms.
The hatchback will be manufactured at the Gurgaon plant where the company's "A-Star" and "Ritz" models are produced, Shinzo Nakanishi, managing director and chief executive of the carmaker, said at a glittering event in New Delhi.
"The car delivers a superior fuel efficiency of 18.2 km per litre," Nakanishi said. The event included a ballet dance, performance by a gynmnasts' group and a percussion recital by a set of three drummeRs
The company plans to invest Rs 1,000-Rs 1,500 crore to build its first research and development centre in the country, to be built over 700 acres in Rohtak in Haryana. The land was handed over to the company last week.
The new Estilo is available in eight colours, including four new ones - ecru beige, emerald Blue, dusky brown and quantum orange - apart from the existing silky silver, superior white, bright red and midnight black.
The company expects to sell about 3,000-4,000 units of this new model per month.
Though the older version is also being sold almost the same number of units, "incremental increase in sales is expected after this new launch," Nakanishi said.
Maruti is also confident that the company will come out of its financial woes in the upcoming festival season as sales are expected to shoot up.
"Last year was a disaster, but we expect better sales this year," Nakanishi said.
On exports targets, Nakanishi said Maruti was planning to sell 100,000 units of its small car A-Star in the overseas markets.
It has set a total exports target of 120,000 units for the current fiscal.
The company's signature model "Maruti-800" will be available only in tier-II cities once the emission norms are implemented from April 2010.
Maruti Suzuki launches new Estilo sans Zen prefix
Indo-Japanese car maker Maruti Suzuki on Tuesday launched a new petrol version of its hatchback Estilo, priced between Rs 3.12 lakh and Rs 3.95 lakh at showrooms in the national capital. The group also dropped the car's "Zen" prefix.According to Maruti, Estilo has established itself as a brand and did not need the crutches of "Zen" to its name."Estilo is a brand in itself and is very different
Tuesday, August 25, 2009
2009 Honda Odyssey Wallpaper
2009 Honda Odyssey Wallpaper
2009 Honda Odyssey Interior
2009 Honda Odyssey White2010 Honda CR-V
This new, updated image of the 2010 Honda CR-V has just appeared on Honda’s JDM website along with news it’ll be officially revealed on the first day of the Frankfurt Motor Show. The new image of the car is great, and definitely has us interested, but we really want to see it in person, with our own eyes.
Monday, August 24, 2009
2009 Maserati GranTurismo Pictures
2009 Maserati GranTurismo
2009 Maserati GranTurismo
2009 Maserati GranTurismo Pictures
2009 MINI Cooper Clubman Pictures
2009 MINI Cooper Clubman
2009 MINI Cooper Clubman
2009 MINI Cooper Clubman Pictures
Sunday, August 23, 2009
Brawn's Rubens Barrichello top after opening free practice at European GP
Brazilian veteran Rubens Barrichello topped the times for Brawn GP after the opening free practice session for this weekend's European Grand Prix.
The 37-year-old Barrichello clocked a best time of one minute and 42.460 seconds around the Mediterranean harbour street circuit with 15 minutes remaining on a hot morning in eastern Spain.
Finn Heikki Kovalainen was second fastest for McLaren ahead of his team-mate, defending drivers world champion Lewis Hamilton of Britain, who won his first race of the season at last month's Hungarian Grand Prix.
Championship-leading Briton Jenson Button was fourth in the second Brawn at the conclusion of an eventful morning's action which ended with Barrichello's car struggling with gearbox problems as he went for an even faster lap time.
Button was fastest for a long period during the morning, but ended up six-tenths of a second off Barrichello's pace, but the duo's overall performance suggested that Brawn have rediscovered some of their best form after three races in the doldrums.
German Sebastian Vettel was the top Red Bull driver in fifth position ahead of compatriot Adrian Sutil, who was sixth for the much-improved Force India team.
Japanese Kaazuki Nakajima was seventh for Williams ahead of Australian Mark Webber in the second Red Bull with two-times champion Spaniard Fernando Alonso of Renault and Finn Kimi Raikkonen of Ferrari completing the top ten.
The session saw a flurry of incidents, but no serious accidents, as many drivers ran wide over the kerbs on the dusty asphalt circuit.
French debutant Romain Grosjean of Renault was 17th, more than a second slower than team-mate Alonso and veteran comeback driver Italian Luca Badoer, replacing injured Brazilian Felipe Massa for Ferrari, was 20th, two seconds down on Raikkonen.
Saturday, August 22, 2009
First Drive: 2010 Mazdaspeed3, the five-door sports car evolved
It's easy to dismiss Mazda's "Zoom-Zoom" tagline as insufferable marketing frippery. Unlike other automakers who relentlessly cling to past motorsport achievements or well-worn brand imagery, with Mazda, there's an overwhelming sense that its U.S. arm is made up of tried-and-true enthusiasts who put a premium on driver involvement and revel in their status as The Little Guy.
It's very grassroots. And it shows.
Each of Mazda's products – from the divine MX-5 to the oft-overlooked CX-7 – embodies everything we want in a vehicle, regardless of size, capacity or utility. They just deliver. Steering, handling, balance – it's all there. And like every other automaker, we know they occasionally leave something on the table, but it never comes at the expense of the car/driver connection. Here's even more evidence: the 2010 Mazdaspeed3.
Like the recently revised Mazda 3, we approached the 'Speed variant with a fair amount of trepidation. Its standard sibling is far and away our favorite compact, and the last Mazdaspeed version proved at least one Japanese automaker could still put out a proper hot hatch without trying to be all things to all people. It was niche, but embraced its status and didn't apologize for it.
When the team began development of the new Mazdaspeed3, there was talk of boosting output to over 300 horsepower and adding all-wheel drive. But as Mazda learned the hard way with the FD RX-7, going overboard with complexity and sending the price into the stratosphere takes its toll on mechanicals and consumers alike. Even so, Mazda looked above and beyond its direct competitors, benchmarking vehicles like the Mitsubishi Evolution IX for steering feel and handling prowess. As you'd expect, the result is evolutionary. But we suspect when current MS3 owners take a spin in the 2010 model, they'll be more than tempted to trade up – assuming they can get past the styling.
If you haven't warmed-up to the Mazda3's new sheetmetal, the 'Speed version won't help matters. Whereas the outgoing model primarily benefited from a more upright, aggressive fascia and a prominent wing (creating a perfect sport compact sleeper), the new version takes the eccentric lines of the revised 3, adds ablowhole hood scoop, larger wing and a set of 18-inch multi-spoke wheels similar to RX-8 R3's. If it's any consolation, the scoop is wholly functional, directing air towards the top-mount intercooler and – unlike the previous version – providing an uninterrupted flow to the intake.
Although the new ducting boosts efficiency, output is still rated at 263 hp at 5,500 rpm and 280 lb-ft of torque at 3,000 rpm. However, Mazda engineers confided in us that the turbocharged 2.3-liter four-pot is actually putting out a bit more power. So why isn't it rated higher? Mazda's boffins couldn't elaborate (or give us internal figures), but it came down to the SAE's testing methods. Take that for what it's worth, but color us intrigued... if skeptical.
The redline remains at 6,750 rpm and, like the last model, the engine outruns the turbo at around 6,000 rpm. Forward momentum falls off, but it's not as precipitous as the last MS3, and the additional revs are welcome when you're flying towards a corner and don't want to shift up, only to be forced to immediately downshift before entering a turn. Thankfully, the six-speed manual transmission benefits from a new set of gear ratios that land directly inside the torque curve when short-shifting at the self-imposed six-grand redline.
Mazda is still limiting power in first through third gears based on throttle input and steering angle to quell torque-steer, and while its presence can still be felt, the artificial reigns only manifest when skittering across broken pavement on power and when disabling the Dynamic Stability Control (DSC) and nailing the throttle in a straight line. If crab-walking was your biggest concern with the last model, it's been addressed and improved, but hardly eliminated. And Mazda admits that they could have done more to reduce the effects, but it would've affected outright performance and they "wanted to keep it a little rough."
Dave Coleman, one of the lead engineers behind the project admitted that one of the primary goals of the new MS3 was to evolve the handling. "The old [Mazdaspeed3] was more of a muscle than a sports car," Coleman told us, "We wanted to bring the handling up to the level of the engine."
With a more rigid chassis to work with, Coleman and the rest of the crew were able to engineer a stiffer suspension that wouldn't affect daily drivability. The geometry remains the same, but everything in between has been upgraded, resulting in a noticeably smoother ride. Those forced to endure the bombed-out roadways of the Midwest probably won't notice, but if your local municipality isn't bankrupt, you'll benefit from the tweaks.
As for the rest of the upgrades, they're relatively minor. The Dunlop SP Sport 2050 tires have grown in width from 215s to 225s and like the standard 3, an electro-hydraulic steering system is employed to provide better feel at speed and ease-up when puttering around the parking lot. Inside, it's essentially standard Mazda3 fare, with the addition of thicker bolsters on the front thrones, red stitching on the seats and steering wheel, aluminum pedals and an LED boost gauge nestled in between the tach and speedo. Did we mention the wonky seat and door card fabric? In keeping with the times and tradition, Mazda is only offering one upgrade – the Tech Package – which includes the undersized Multi Information Display (MID), a Bose Centerpoint surround sound system, six-disc changer, MP3 player connectivity, perimeter alarm and push button start. The Tech pack tacks on an additional $1,895 to the $23,195 base price, which starts just $455 more than the outgoing model.
So... that's a wrap, right? The Mazdaspeed3 is slightly more expensive, benefits from a few substantive modifications, weighs in around 50 pounds heavier than its predecessor and comes clothed in functional love-it-or-hate-it styling. It's not nearly that simple.
Although the gestation of the MS3 was carried out in Japan, most of the drivability developments for the U.S. were done on and around Mazda Raceway at Laguna Seca. As such, you'd assume the 'Speed would be the perfect daily-driver turned (tuned?) track-tool. It is – to a point.
Around Laguna Seca, the Mazdaspeed3 is exactly what you'd expect: powerful, competent and composed. The steering is sublime, the shifter and gear ratios are beyond reproach and all that torque is delivered in a seamless wave that executes point-to-point track-attacks with ease. It's all incredibly civilized. Understeer comes on smoothly and predictably, allowing a quick lift to bring things back into line, and with that much twist available at nearly any rpm in any gear, mid-corner flubs are replaced with heroic exits. Even torque steer, which you'd assume would necessitate overly measured throttle inputs, isn't an issue. Just squirt and go. It's that simple, but not nearly as entertaining as we expected.
However, leave the track, get on your favorite macadam road and prepared to be amazed. Regardless of the DSC setting, blasting down an undulating stretch of tarmac in the Mazdaspeed3 delivers one of those rare gearhead-affirming experiences each of us craves. Linking bends over pockmarked pavement, the MS3 becomes your surefooted best friend; a trust-worthy confidante that will keep you honest and engaged. The brakes are up to the task, the LSD dolls out the grunt, and finger-tippy steering and rhythmic pedal inputs generate one of the most consistent and rewarding front-wheel driving experiences on the market.
Needless to say, we're smitten all over again. What the 2010 Mazdaspeed3 lacks in on-track exhilaration, it makes up for on the open road. And since that's where most of us spend our time, it's tuned to suit. If you're a dedicated track-addict, your circuit-ready ride awaits you on the weekends. For the days in between, the Mazdaspeed3 fends off the cravings.
It's very grassroots. And it shows.
Each of Mazda's products – from the divine MX-5 to the oft-overlooked CX-7 – embodies everything we want in a vehicle, regardless of size, capacity or utility. They just deliver. Steering, handling, balance – it's all there. And like every other automaker, we know they occasionally leave something on the table, but it never comes at the expense of the car/driver connection. Here's even more evidence: the 2010 Mazdaspeed3.
Like the recently revised Mazda 3, we approached the 'Speed variant with a fair amount of trepidation. Its standard sibling is far and away our favorite compact, and the last Mazdaspeed version proved at least one Japanese automaker could still put out a proper hot hatch without trying to be all things to all people. It was niche, but embraced its status and didn't apologize for it.
When the team began development of the new Mazdaspeed3, there was talk of boosting output to over 300 horsepower and adding all-wheel drive. But as Mazda learned the hard way with the FD RX-7, going overboard with complexity and sending the price into the stratosphere takes its toll on mechanicals and consumers alike. Even so, Mazda looked above and beyond its direct competitors, benchmarking vehicles like the Mitsubishi Evolution IX for steering feel and handling prowess. As you'd expect, the result is evolutionary. But we suspect when current MS3 owners take a spin in the 2010 model, they'll be more than tempted to trade up – assuming they can get past the styling.
If you haven't warmed-up to the Mazda3's new sheetmetal, the 'Speed version won't help matters. Whereas the outgoing model primarily benefited from a more upright, aggressive fascia and a prominent wing (creating a perfect sport compact sleeper), the new version takes the eccentric lines of the revised 3, adds a
Although the new ducting boosts efficiency, output is still rated at 263 hp at 5,500 rpm and 280 lb-ft of torque at 3,000 rpm. However, Mazda engineers confided in us that the turbocharged 2.3-liter four-pot is actually putting out a bit more power. So why isn't it rated higher? Mazda's boffins couldn't elaborate (or give us internal figures), but it came down to the SAE's testing methods. Take that for what it's worth, but color us intrigued... if skeptical.
The redline remains at 6,750 rpm and, like the last model, the engine outruns the turbo at around 6,000 rpm. Forward momentum falls off, but it's not as precipitous as the last MS3, and the additional revs are welcome when you're flying towards a corner and don't want to shift up, only to be forced to immediately downshift before entering a turn. Thankfully, the six-speed manual transmission benefits from a new set of gear ratios that land directly inside the torque curve when short-shifting at the self-imposed six-grand redline.
Mazda is still limiting power in first through third gears based on throttle input and steering angle to quell torque-steer, and while its presence can still be felt, the artificial reigns only manifest when skittering across broken pavement on power and when disabling the Dynamic Stability Control (DSC) and nailing the throttle in a straight line. If crab-walking was your biggest concern with the last model, it's been addressed and improved, but hardly eliminated. And Mazda admits that they could have done more to reduce the effects, but it would've affected outright performance and they "wanted to keep it a little rough."
Dave Coleman, one of the lead engineers behind the project admitted that one of the primary goals of the new MS3 was to evolve the handling. "The old [Mazdaspeed3] was more of a muscle than a sports car," Coleman told us, "We wanted to bring the handling up to the level of the engine."
With a more rigid chassis to work with, Coleman and the rest of the crew were able to engineer a stiffer suspension that wouldn't affect daily drivability. The geometry remains the same, but everything in between has been upgraded, resulting in a noticeably smoother ride. Those forced to endure the bombed-out roadways of the Midwest probably won't notice, but if your local municipality isn't bankrupt, you'll benefit from the tweaks.
As for the rest of the upgrades, they're relatively minor. The Dunlop SP Sport 2050 tires have grown in width from 215s to 225s and like the standard 3, an electro-hydraulic steering system is employed to provide better feel at speed and ease-up when puttering around the parking lot. Inside, it's essentially standard Mazda3 fare, with the addition of thicker bolsters on the front thrones, red stitching on the seats and steering wheel, aluminum pedals and an LED boost gauge nestled in between the tach and speedo. Did we mention the wonky seat and door card fabric? In keeping with the times and tradition, Mazda is only offering one upgrade – the Tech Package – which includes the undersized Multi Information Display (MID), a Bose Centerpoint surround sound system, six-disc changer, MP3 player connectivity, perimeter alarm and push button start. The Tech pack tacks on an additional $1,895 to the $23,195 base price, which starts just $455 more than the outgoing model.
So... that's a wrap, right? The Mazdaspeed3 is slightly more expensive, benefits from a few substantive modifications, weighs in around 50 pounds heavier than its predecessor and comes clothed in functional love-it-or-hate-it styling. It's not nearly that simple.
Although the gestation of the MS3 was carried out in Japan, most of the drivability developments for the U.S. were done on and around Mazda Raceway at Laguna Seca. As such, you'd assume the 'Speed would be the perfect daily-driver turned (tuned?) track-tool. It is – to a point.
Around Laguna Seca, the Mazdaspeed3 is exactly what you'd expect: powerful, competent and composed. The steering is sublime, the shifter and gear ratios are beyond reproach and all that torque is delivered in a seamless wave that executes point-to-point track-attacks with ease. It's all incredibly civilized. Understeer comes on smoothly and predictably, allowing a quick lift to bring things back into line, and with that much twist available at nearly any rpm in any gear, mid-corner flubs are replaced with heroic exits. Even torque steer, which you'd assume would necessitate overly measured throttle inputs, isn't an issue. Just squirt and go. It's that simple, but not nearly as entertaining as we expected.
However, leave the track, get on your favorite macadam road and prepared to be amazed. Regardless of the DSC setting, blasting down an undulating stretch of tarmac in the Mazdaspeed3 delivers one of those rare gearhead-affirming experiences each of us craves. Linking bends over pockmarked pavement, the MS3 becomes your surefooted best friend; a trust-worthy confidante that will keep you honest and engaged. The brakes are up to the task, the LSD dolls out the grunt, and finger-tippy steering and rhythmic pedal inputs generate one of the most consistent and rewarding front-wheel driving experiences on the market.
Needless to say, we're smitten all over again. What the 2010 Mazdaspeed3 lacks in on-track exhilaration, it makes up for on the open road. And since that's where most of us spend our time, it's tuned to suit. If you're a dedicated track-addict, your circuit-ready ride awaits you on the weekends. For the days in between, the Mazdaspeed3 fends off the cravings.