BMW E46

BMW E46

The BMW E46 is the fourth generation of the 3 Series compact executive cars produced by BMW, produced from 1998 when it succeeded the BMW E36.The BMW E46 was released in 1998 to worldwide markets in the sedan body style. In 1999, a coupé and touring body style became available to all markets, and the sedan was released in the United States. BMW E46 a convertible and hatchback body

style was released in 2000, the latter only for Europe, South Africa, Australia and New Zealand. The BMW E46 experienced enormous success in all markets and was widely considered the performance benchmark of its class BMW E46 3series.The record selling year for the BMW E46 chassis was 2002, when 561,249 vehicles were sold worldwide. The main competitors during the BMW E46' s production run were the Alfa Romeo 156, Audi A4, Infiniti G, Lexus IS, Acura TL, Mercedes-Benz C-Class and the Rover 75/MG ZT.

BMW E46

BMW M GmbH produced a high-performance variant of the BMW E46 chassis, designated the M3. This BMW E46 m3 version had a larger, more powerful engine, sportier suspension, a limited slip differential, and various aesthetic modifications. The BMW E46 M3 was released in 2001 and was available only in the coupé and convertible body style. It was offered with two transmissions; a standard 6-speed manual, or an optional sequential manual gearbox.
The BMW E46 was developed as an evolutionary replacement for the BMW E36 chassis. In late 1995, the general exterior design of the BMW E46 by Erik Goplen was chosen and as a result DesignworksUSA was contracted by BMW to work alongside BMW Group's in-house design team to create the exterior body work in February 1996. Based on the E36 body shell, the design team put an emphasis on improving aerodynamics and increasing the car's aggressive stance.Design patents were filed in Germany on 16 July 1997 and in the US on 16 January 1998.While the styling of the BMW E46 was seen as an evolution of the extremely successful previous generation 3-series, it was not immediately embraced by either the buying public, or the automotive press. Word leaked out in the press that the BMW E46 stylists were unhappy in raising the roof-line, and the general "rounding" of the body panels in comparison to the more squarish E36 series.

BMW E46

Since the start of production  BMW E46 the entire in-car entertainment system .Radio Function, Navigation System, Television and Telecommunications systems is based on a very flexible automotive computer system.As a result the BMW E46 models can all be easily upgraded with the newest BMW technologies including BMW's Bluetooth System, the DVD based Navigation system, as well as BMW's CD changers that play MP3s.An emphasis was put on reducing unsprung weight and increasing structural rigidity rather than increasing power output: the highest displacement model at release, the BMW E46 28, had only 3 horsepower more than the E36 328.To counter this small power increase, the body shell of the E46 was claimed by BMW to be 70% more rigid than the E36's,and aluminum suspension components were used increasingly in order to decrease unsprung weight.In tune with BMW's core values,12 the BMW E46 was released with a front engined rear-wheel drive layout with 50/50 weight distribution.This balance allows for optimal handling in regard to the drive train layout.

courtesy by http://en.wikipedia.org/wiki/BMW_3_Series_(E46)

Honda CRV

Honda CRV

Honda CRV

When the original Honda CRV  debuted in the late 1990s, its mission was simple: to offer a distinct alternative to more mainstream mid- and full-size large SUVs. With its car-based design, of  Honda CRV  economical four-cylinder engine and sedanlike ride and handling, the Honda CRV  was an instant hit. Priced competitively and offering plenty of passenger room and cargo capacity for most people's needs, the Honda CRV  has long enjoyed strong sales numbers and much loyalty from consumers.

Today, the compact- or small-SUV segment has grown to include more than a dozen different models, with varying philosophies of what constitutes the perfect blend of size, power and capability. While some models offer more powerful upgrade engines and others can deliver true off-road capability, the Honda CRV  remains focused on its more practical aspirations. True to form, it is one of the best choices available in the all-important areas of being both easy to drive and family-friendly.The Honda CRV  is offered in familiar LX, EX and EX-L trim levelscarallmodel.blogspot.com. Even the LX comes pretty well equipped, while the EX and EX-L get additional convenience and luxury features. The EX-L is also eligible for either a navigation system or a rear-seat entertainment system. You can't get the navigation and the DVD systems together, however.Powering all Honda CRV   is a 2.4-liter inline four-cylinder engine that's good for 185 horsepower and 163 pound-feet of torque, mated to a five-speed transmission. On all models, front-wheel drive is standard and all-wheel drive is optional.

Honda CRV 

The newest Honda CRV  list of merits is a long one. Its interior is intelligently thought out and boasts strong fit and finish. Honda CRV  ride is more comfortable and quieter than before, and handling and steering remain high points. Its major shortcoming concerns passing power in certain circumstances. We've found the Honda CRV  s acceleration peppy enough around town, but somewhat sluggish during merging and passing maneuvers on gradients. However, as long as your beaten path doesn't include many steep roads or overly heavy loads, the Honda CRV  should provide all the room, refinement and performance you will ever need.

Used Honda CRV  the current, fourth-generation Honda CRV  was redesigned for 2012. Changes were of the more evolutionary sort, as its size, basic interior packaging and engine were similar to the previous model. Key alterations included a quieter and more comfortable ride, additional features and a backseat that flipped down from levers in the trunk.The third generation of the Honda CRV  was produced from 2007-'11. Compared to the previous-generation Honda CRV   this one had few key improvements, including a new liftgate (instead of the previous side-mounted door with an outside-mounted spare tire), improved handling and steering, and the option for a navigation system for the first time.Trim levels included the traditional LX and EX, plus the EX-L -- the L signifying leather upholstery (along with heated front seats). Honda CRV  from 2007-'09 made 166 hp versus 180 hp for the following two years. A five-speed automatic transmission was standard across the board, and all trims could be had with either front-wheel drive or all-wheel drive. Those looking for maximum luxury in a Honda CRV  should know that the EX-L gained a power driver seat, automatic climate control and a premium stereo for 2008. An SE trim level, which slotted between the traditional LX and EX trims, was made for just the final year of this generation.

Honda CRV 

In reviews, we've found this Honda CRV  to be a very well-rounded model. High points included a comfortable and sensible interior,Honda CRV  top crash test scores and agile handling. Elevated amounts of road noise might be a problem for some shoppers, Honda CRV  he engine's modest power, but overall this Honda CRV  should be a great choice for a used small crossover SUV.Produced from 2002-'06, the second-generation Honda CRV  boasted a number of improvements compared to the original Honda CRV   including more power, more interior room and improved passenger protection. It was available in base LX or uplevel EX trim. The EX had more features, as well as standard antilock brakes and side airbags for the entire run (the LX didn't get them as standard until 2005), so picking an EX might be a wise idea. Notably, stability control and side and side curtain airbags became standard across the lineup in '05. The Special Edition model, available only in 2005 and '06, included exterior styling tweaks, a hard spare tire cover and heated leather seats and mirrors.

courtesy by http://www.edmunds.com/honda/cr-v/

Mclaren F1

Mclaren F1

The Mclaren F1 is more than a hedonistic plaything. We knew already that it was the fastest, most powerful road car we were ever likely to test: Jonathan Palmer’s 231mph at Nardo had put the  Mclaren F1 firmly on pole for straight-line speed. We knew it was the most expensive, too at £540,000, nothoing else gets close for outrageous extravagance. That the  Mclaren F1 was the lightest, least compromised of the great modern supercars was ancient history. And that it embraced the Gospel according to Murray was engraved in stone, too. It took a talented team to put the  Mclaren F1 on the road, but Murray is the driving force behind it. The  Mclaren F1 is his car, his dream, his achievement.We knew all these things and much, much

BMW X6

more. What we didn’t know was what the  Mclaren F1 was like to drive. No-one outside the company bar a few prospective customers had driven an  Mclaren F1  never mind driven one in anger. CAR – who else? – would be the first to do so.There would be no demonstration run, no inhibiting company minder, no strings other than to sign a rather frightening indemnity. My brief was to be at  Mclaren F1 pristine Woking headquarters by 8am, have Jonathan Palmer, McLaren’s marketing director, show me around the car, and then get it and go. Destination: Wales, via a circuitous route that would take in several favourite roads. God, it’s a hard life.

Mclaren F1

My departure was delayed by a small technical hitch with XP5, the fifth  Mclaren F1 prototype which is representative of customer cars dynamically, but not in finish. While the snag was sorted, I boned up again on the car’s targets and design.To dismiss the  Mclaren F1 as a rich man’s toy is to sell it short. Compromise was not in Murray’s script. Perfection and cutting-edge technology were. Murray’s 10-hour concept brief in 1990 to the close-knit team charged with the task of developing the first  Mclaren F1 Road car has already passed into motoring folklore.  Mclaren F1 provide the ultimate uncorrupted driving experience, Murray decreed a three-seater, with the driver in the middle, sitting well forward as in a racer. Anything that diminished driver pleasure, the car’s raison d’etre, was out. Mclaren F1 definitive adrenaline pump would have minimal front and rear overhangs, and all its masses – engine, transmission, fuel, occupants, luggage – would be contained well within the ‘dumb-bell’ weight distribution. Low moments of inertia, regardless of load, were essential. So were low centre of gravity and light weight.Murray is obsessed by weight. His ambitious target of 1000kg (2200lb) – which was nearly achieved – meant compact dimensions and ruthless paring. Not for the  Mclaren F1 masterpiece the gross obesity of a Jaguar XJ220 or Testarossa, both of which weigh hundreds of kilogrammes more. It also dictated Formula One carbon-composite construction for the immensely strong body/chassis unit. That a test driver escaped unscathed from a high speed crash in an  Mclaren F1 prototype is testimony to the monocoque’s integrity and strength.

Mclaren F1

Packaging was key to the  Mclaren F1success. Get that right and the rest would fall into place. Fashion would have little to do with the car’s timeless styling. Ground-effect aerodynamics  Mclaren F1 cab-forward driving position, spinal air-intakes…these and other considerations dictated how designer Peter Stevens would shape the car. Another Murray edict that raised eyebrows was that there would be no turbo motor. Only the linear delivery of a big, high-revving, normally-aspirated engine would do for a car that was to be the fastest in the world, and civilised with it. Mclaren F1 talked to several engine manufacturers before accepting BMW Motorsport’s proposal to build a 6.1 litre 60-degree quad-can V12. Awesome though it is, this purpose-built 48-valve powerhouse, which yields considerably more torque than a Formula One engine (more than 479lb ft from 4000-7000rpm), draws heavily on existing BMW technology: variable valve timing from the M3 six, for instance. Dry-sump lubrication that reduces the depth of the crankcase squared with the quest for a low centre of gravity. Mclaren F1 drive to the rear wheels is through a slimline six-speed gearbox. There’s no traction control, for that would diminish driver involvement, not to mention add weight.  Mclaren F1  have ditto power steering, anti-lock brakes, and adaptive damping. There’s not even a servo to assist the Italian Brembo brakes – huge, cross-drilled ventilated discs clamped by four-pot callipers. Nothing has been allowed to diminish the tactile relationship between man and machine.

courtesy by http://www.carmagazine.co.uk