Porsche 918

This race-bred powerplant descended from the championship-winning Porsche 918 Spyder’s racing V-8. The Porsche 918 salient features that take it to the outer limits of power per cubic inch include centrally located direct fuel injectors.Porsche 918 variable intake- and exhaust-valve timing, finger-follower valve actuation with Porsche 918 hydraulic lash control, forged

titanium connecting rods, dry-sump lubrication, and a flat (180 degree) forged-steel crankshaft. Porsche 918 crank’s flat configuration enhances cylinder filling while adding wickedness to the exhaust note. There are no belt-driven accessories in the Porsche 918. Porsche 918 clutch between the V-8 and the centrally located 154-hp electric motor provides stop-start operation to eliminate fuel consumption in some operating modes.Porsche 918 is the first-ever naturally aspirated engine with exhaust ports located in the valley (hot-V configuration). Porsche 918 turbocharging, a longstanding Porsche strength, was not employed here because two electric propulsion motors provide ample torque at the low end of the rev range, freeing the engine tuners to strive for spectacular high-rpm power.

Porsche 918

There are three clutches and seven forward gears but not a clutch pedal or an H-pattern in sight. Porsche 918 With two masters to serve—speed and fuel efficiency—technology has moved past the conventional manual transmission Porsche 918 used so satisfyingly in the 2004 Carrera GT. Versus the previous supercar’s,Porsche 918 today’s dual-clutch seven-speed provides a 37-percent-greater ratio spread, no interruption of power delivery during upshifts, and faultless operation that doesn’t depend on a skilled driver. In simple terms, the Porsche 918 dual-clutch way is quicker and significantly more fuel efficient. The driver gets shift paddles to play with and a dash toggle (park, neutral, drive, reverse) that looks suspiciously like a Toyota Prius’s shifter.

Porsche 918

The porsche 918 shares three gear ratios and the basic layout of the 911 Carrera’s PDK transaxle. Porsche 918 suit this mid-engine layout and to lower the height of the engine and its electric-motor teammate.In Porsche 918 the gearbox is rotated 180 degrees about two axes—vertical and horizontal—versus the 911’s orientation. As a result, the center of gravity is approximately 14 inches, five inches lower than in the current 911 Carrera. Porsche 918 Inconel Pipes Meet Ceramic Balls Minimizing weight through the use of exotic materials is the best means of maximizing performance and fuel efficiency without compromise. Toward that end, the Porsche 918’s structural core is a resin-injection-molded passenger tub bolted to a composite space frame that surrounds and supports the engine, transaxle, and rear suspension. Making Porsche 918 supplementing the mostly carbon-fiber structure and body panels, the brake rotors are carbon ceramic, the optional wheels are forged magnesium, the exhaust system is Inconel (a nickel-based alloy containing chromium, iron, and other elements), and the Porsche 918 fuel tank is super-formed aluminum. The Porsche 918 engineering team chased every gram, resorting to ceramic balls to trim 18 ounces from the optional Weissach package’s wheel bearings.

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Peugeot 206

peugeot 206

Peugeot 206 seems to have stumbled across a winning formula with its 205 replacement, the 206. We aren't talking about Peugeot 206 a few meaningless industry awards here; rather this is a car Peugeot 206 that has been among the most popular in its class for over half a decade
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It may not go down in history in the same way as its forebear but this small hatchback continues to be a hit with British buyers.The UK-built Peugeot 206 comes with three or five doors as a hatchback, in Coupe Cabriolet guise or in estate form, known as the SW. Peugeot 206 appeal spans all age groups, classes and demographics, which was something Peugeot hadn't managed since the discontinuation of the 205.The Coventry charmer comes with an impressive choice of powerplants and there should be something to suit all driving styles, budgets and tastes. Peugeot 206 also more specification levels than you can shake a stick at, ranging from the base level Independence up to the top of the range GTi 180.

peugeot 206

While Peugeot 206 looks good and comes well equipped, the hot hatch model isn't as sharp as the old 205 GTi. A cheaper diesel hot hatch is available in the form of the HDi GTi. While this is something that would have been unimaginable in the 205's era, the poky little oil burner actually makes a lot of sense in today's climate of high fuel prices and insurance premiums.

That even today the Peugeot 206 doesn't give much away to its more modern competitors is testament to how sorted the original design from 1998 actually was.Our verdict on the Peugeot 2061.6 HDi GTi It may be older than much of the competition but the Peugeot 206 still has a fresh and contemporary look that strikes a chord with UK buyers. Peugeot 206 extensive powerplant line-up and nimble chassis make it one of the most entertaining small hatchbacks on the market.

peugeot 206

Peugeot 206 good fuel economy from the diesel unit and right across the Peugeot 206 range (with the exception of the GTi 180) will make pump rendezvous mercifully infrequent. Peugeot 206 although the 180 has a high insurance grouping, the rest of the line-up is much lower, which should keep premium costs down. Peugeot 206 average service and repair costs shouldn't price many potential buyers out of this market.Peugeot 206 space and practicality Space and Practicality Rating 5.There is a surprising amount of legroom in the back, although headroom is rather limited. Peugeot 206 being a small hatchback it would be unfair to expect MPV-like practicality from the Peugeot 206. That said, there is enough stowage to meet the needs of a couple of adults with up to two small children. A small glovebox and limited in-cabin storage are inconvenient, however.

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Koenigsegg CCX

The Koenigsegg CCX is a mid-engined sports car built by Koenigsegg Automotive AB. Koenigsegg CCX the project began with the aim of making a global car, designed and engineered to comply with global safety and environment regulations, particularly to enter the United States car market.[1]To sell cars in the US many alterations were made to the design

of the CCR; the previously used Ford Modular engine was replaced by a Koenigsegg CCX engine designed to run on 91 octane fuel, readily available in the United States, and to meet the Californian emission standards.The name Koenigsegg CCX is an abbreviation for Competition Coupé X, the X commemorating the 10th anniversary (X being the Roman

numeral for ten) of the completion and test drive of the first CC vehicle in1996. The Koenigsegg CCX was unveiled at the 2006 Geneva Motor Show, sporting body modifications to meet US regulations and a new 4.7 L twin supercharged V8 engine capable of producing 806 PS (593 kW; 795 hp) at 7000 rpm and 920 N·m (679 lb·ft) at 5700 rpm of torque while running on 91 octane gasoline. There were 14 Koenigsegg CCX produced between 2006 and 2010.

KOENIGSEGG CCX

The new engine of Koenigsegg CCX is of all aluminum construction, made out of 356 aluminum with a T7 heat treat to further Koenigsegg CCX enhance block integrity and cylinder bore chill during casting. Specifically created and cast for Koenigsegg by Grainger & Worrall, a casting specialist with Formul 1

experience in drivetrain components, the engine is built, assembled and tested at their Ängelholm production plant The Koenigsegg CCX engine is lubricated with a dry sump system with a separate oil pump and the pistons are cooled by means of an internal cooler that sprays oil onto them. Koenigsegg CCX in order to run high cylinder pressure with 91 octane fuel making it capable of 14 mpg (17 l/100 km) in combined cycle and 18 mpg (13 l/100 km) in highway travel.

KOENIGSEGG CCX

Koenigsegg CCX available transmissions are aCima[disambiguation needed] 6-speed manual and a 6-speed automated manual Power is fed to the wheels through a torque-sensitive limited slip differential.Koenigsegg CCX chassis is made from carbon fiber reinforced with kevlar and aluminium honeycomb like previous models and while the body keeps the targa top body style and the "dihedral synchro-helix" actuation doors it is completely reworked, there is a Koenigsegg CCX new front bumper design,

enhanced brake cooling, fog lamps, US position lights, a new fresh air intake on the bonnet that acts new additional in Koenigsegg CCX ram air booster, air intakes behind the front wheels to enhance airflow and a glass window over the engine. The Koenigsegg CCX has frontal area of 2,894 sq in (1.867 m2) and a drag coefficient of 0.30. Koenigsegg CCX also has a flat underside with venturi tunnels at the rear and an optional rear spoiler to improve aerodynamics At 200 km/h (120 mph) there is 60 kg of downforce over the front axle and 65 kg over the rear Koenigsegg CCX car is 88 mm (3 in) longer to comply with the US rear impact regulations and to free space around the rear muffler. Koenigsegg CCX interior side, there is 51 mm (2 in) of extra headroom as well as specifically designed Sparco carbon fiber seats.i have a good experience with Koenigsegg CCX.

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Aston Martin

Aston Martin

Aston Martin Through a carbon-fiber driveshaft hidden inside an aluminum torque tube, Aston Martin V-12 spins gears inside the same rear-mounted six-speed automated manual transaxle the DBS used.Aston Martin aside from the composite body, perhaps the only way in which the Aston Martin Vanquish is cutting-edge is that it offers no conventional manual transmission. But like Aston Martin high-tech transmissions everywhere, the Aston Martin Vanquish’s can be controlled with paddle shifters, and it zings the revs on

downshifts. Aston Martin Sport mode allows the driver to hold the redline longer than in the other settings, but lest grand-touring drivers be caught off guard by the rapid onslaught of rpm,Aston Martin shifts eventually will occur automatically, no matter what.Aston Martin huge carbon-ceramic brake rotors—15.7 inches up front and 14.2 out back—are standard and help even inattentive drivers bring things back below the speed limit in a hurry. Aston Martin are actuated by a pedal that, like the rest of the car,Aston Martin is nearly perfectly calibrated for those who want to go fast but aren’t too intent on going the fastest.

Aston Martin

People spending on Aston Martin nearly $300,000 on a grand tourer probably are pretty intent on being comfortable, though, and the Vanquish delivers on that front. Aston Martin occupants see almost nothing that isn’t leather or faux suede, and Aston Martin boasts that there are about one million separate stitches in each quilted Aston Martin Vanquish interior. Sure. We’re not gonna count. Those trimmings are standard at the Aston Martin car’s $282,110 base price, as are heated front seats; a 1000-watt, 13-speaker Bang & Olufsen audio system; and navigation. Aston Martin sweeping center stack of the Aston Martin DB cars remains, but the controls are redesigned in the Aston Martin Vanquish for a more modern look, complete with haptic-feedback clusters for climate and infotainment functions. Aston Martin looks elegant,

this cabin can be a surprisingly noisy place. Aston Martin explained away wind noise from the driver’s door as a preproduction fit issue, but the tire noise emanating from all four corners isn’t going to be fixed by a last-minute tweak.Aston Martin pushed the dash forward more than an inch, and we’re told the doors and the center console are slimmer, too. The result is a noticeably more spacious Aston Martin , although the passenger-side footwell still ends early and abruptly. And in moving the dash forward, Aston lost its glove box. Hey, you could get more elbowroom by removing the doors; the challenge is to figure out how to minimize such compromises. Then again, things that normally go in a glove box can go in the back seat—or the void where you’d expect one. As with the Aston Martin DB9/S, the seat is useless for people larger than your average garden gnome. It is, however,Aston Martin optional. Forgoing it won’t get you any more front-seat travel, but it will keep friends from getting into your Aston and laughing.

Aston Martin

Aston Martin allow us, then, to amend our opening statement: Maybe Aston Martin England isn’t so much the land that time forgot as it is the land of “good enough.”Aston Martin driving on the left side of the road, using imperial units—these things are good enough. Why bother with the way other people do things? This philosophy underlies Aston Martin CEO Ulrich Bez’s answer when asked why there’s no redline on the counterclockwise-reading tachometer. He explains that those last few hundred rpm don’t really make a difference, that most drivers aren’t going for a best lap time on a track and don’t need the few extra 10ths of a second provided by redline shifts. His company seems to bank on its customers’ sharing this conviction. For people who want Aston Martins, this one is most definitely good enough

courtesy by http://www.caranddriver.com/