Le Mans 2009 - part 1

Whisper this, but I’d never actually been to Le Mans before this year. It seemed any petrolhead worth his salt considered the place a sort of spiritual home, but not me. I was a Le Mans virgin. I suppose there is a first time for everyone though and in my case that was earlier this month.

Day 1
It was an inauspicious start to be honest; moderate traffic and light drizzle for an unexceptional run down to the tunnel on Wednesday morning. One villainously over-priced croissant, a slurp of orange juice and a few chapters of Fear and Loathing in Las Vegas and I was out into the overcast gloom of northern France.

Somehow the Focus didn’t quite cut it with the Ferraris and Aston Martins disembarking at the same time. I’d sold the TVR a week and a half previously, so I had no real choice in the matter, yet part of me was actually quite glad of this as the heavens opened near Rouen. It may have about as much charisma as any other metallic gray repmobile, but the humble Ford really does impress with its refinement. The engine is barely audible at motorway speed and even though wind and tyre noise are a bit more pronounced the Focus is still streets ahead of many of the more evocative Le Mans choices in this respect. Likewise, the route – straight down the A28 – may have been a little unadventurous, but with a tight schedule to keep and zealous gendarmes potentially perched behind every tree I set a steady 130kph and cruised on to Le Mans. After all, I was on business.

The first job when I arrived was to rendezvous with the rest of the Race Tech crew at the press accreditation centre. It was also my first chance to take a proper look at editor William’s 1938 Bentley special, which to be honest figured pretty high in my list of priorities. I’d been keen to see the car since I’d joined the magazine last September. And so, curiosity satisfied and accreditation complete, it was time to head back to my first hotel, the Mercure in Le Mans centre.


That evening we were due to attending a dinner near the circuit, so after a brief rest, William brought the Bentley round to the hotel and I followed him and publishing director Soheila out to Arnage. Or at least I tried to. Slight navigational issues intervened to give the evening a rather surreal atmosphere. Chasing the Bentley’s art-decco tail through the gloomy half-lit back streets of Le Mans was pure film noir, and the plot was about to thicken. It dawned on me that were starting to pass familiar landmarks and in fact we were going round in circles.

This trend developed as we somehow progressed into the countryside only to continue driving in circles. It didn’t matter though, we were close enough to here the racing engines scream past as free practice unfolded, and the Bentley’s elegant frame blended perfectly with the time-warp landscape that bordered the circuit. Le Mans had begun.


Day 2
That morning, still fuelled by what was undoubtedly the best dinner I’ve ever had the previous night, I ventured out towards the circuit. It was due to be a day of preparation – both for us and the teams. While they performed last minute setup changes before the evening’s qualifying session, we secured a prime spot in the Le Mans press office and, later, I headed into the town centre to pick up the latest addition to our squad.

Steve Bridges’ day job is promoting industry (and in particularly motorsport) for the Commonwealth of Virginia, but in his spare time he’s also a track marshal and unofficial ambassador for Virginia International Raceway – the hidden gem sometimes referred to America’s Nürburgring. And now he was about to add another title to his collection: Race Tech’s official photographer.

After meeting at the station and proceeding to accreditation again, we decided to head back to get some rest ahead of that evening’s qualifying. For the rest of the week we were both staying in a small farmhouse near Teloche, about seven miles away from the circuit. The route out into the sticks seemed straightforward enough but, as we were about to find out, things were a little complicated. Thanks to the unique nature of Le Mans, most of the roads out to the BnB either formed or intersected part of the circuit and we came to numerous roadblocks only to be turned away by stony-faced gendarmes. Eventually we made our way down a narrow gravel track to the farmhouse, sheltered from the afternoon sun by the shade of an old barn.


That evening, after struggling through the pleasantries with our hosts in broken Franglais, we returned to the circuit. At this point two joys of being a member of the press highlighted themselves. Firstly, we had access right up to the crash barrier on several parts of the circuit, including the Esses just before the Dunlop Bridge. The sense of smugness this generated in both of us was palpable as the pietons sat some 50 yards further back crammed behind the catch fence. Secondly, this jammyness only increased as we discovered the various hospitality units were open for business.

After a very pleasant meal care of Peugeot – Chris Harries once remarked the free dinners were the best part of this job and he’s not far wrong – we headed back out to watch the end of qualifying. Despite the 908’s general air of dominance, Allan McNish had set a blistering time in the Audi in the first half, which seemed unbreakable. However, as the final session drew to a close, with the track now engulfed in darkness, Frenchmen Stephane Sarrazin flew through to take the pole for Peugeot. Things were looking very good indeed for the car I’d witnessed the birth of back in February.


Day 3

Friday is rebuild day for the teams at Le Mans. An army of mechanics take to the cars changing engines, gearboxes, bodywork sections and just about anything else that bears any risk of detaching itself or degrading over the course of the race. We, meanwhile, set to delivering magazines and securing interviews with the various team owners and race engineers floating around.

The paddock at Le Mans has a unique atmosphere, which seems so much more organic than the rather clinical condition encountered at a grand prix. Access is far less restricted and, despite a very serious job in hand, the feeling is far more relaxed. All of this seems to put the teams at ease, but if you really need to break the ice, I found three little letters which were guaranteed to do the trick. The ACO, or Automobile Club de l'Ouest, has been running the race since its inception in 1923, and in the 86 years since then they have rarely seen eye-to-eye with the competitors. I rapidly discovered this was a favoured topic of conversation and guaranteed to produce the start of a long, frank conversation.


After a productive day at the coalface it was time to experience the carnival atmosphere that surrounds Le Mans. All four of us clambered into the twin cockpits of the Bentley – separated fore and aft like the pilot and gunner in a vintage fighter plane, with William and Soheila up front and Steve and I in the back. As we set off into the twilight, the circuit’s floodlights glowing in the background, the evening once again took on a slightly surreal aspect, however this time it was an altogether more visceral experience.


We were just approaching the exit when the first barrage of Mad Friday began. A large crowd lined the road and a torrent of water pistol fire came from both sides. Then – bam – a water bomb landed square on the cowl in front of the rear seats, showering me and Steve. We ploughed on towards the town, dodging the broken bottles on the side of the road and attempting to pick our way past the drunken revellers.

A circuit of Le Mans on Friday night is a must. The mood hovers somewhere between good-natured fun and a full-on riot, but somehow it stops just short of being excessive. The Bentley proved extremely popular, particularly with the hordes of Brits who lined the streets, and every so often William would open it up to unleash a deep rasp from the exhaust and a great cheer from the crowd. Because of this we probably got away rather lightly as we cruised through Mulsanne and onto the town centre, but it still remained an exciting – and damp – experience.


As we drove through the centre, past the floodlit cafes, and the cathedral front that Steve McQueen drives past in the famous movie homage to the event, we shared the streets with a mouth-watering array of machinery. A Ferrari 599, a vintage Aston Martin International and an enthusiastically driven French-registered Lotus Esprit V8 were just some of the ‘spotteds’ along the way. And then we turned off the main roads and down a narrow side street, which it later transpired was jam packed with Brits. Yet again the car acted like cat nip for the drunken fans, with a wall of camera phones raised in front of us and drunken greetings issuing from every direction. It looked like we would have to come to a halt but, wisely, William kept us crawling through the dense crowd until an opening appeared. As he opened the taps the old Bentley catapulted forward with surprising force, the crowd cheered, and we drove off into the cool night air.

Le Mans 2009 - part 2

Having survived Mad Friday and the drive down, the race itself begins...


Day 4
By Saturday we’d figured out a nice back way into the circuit, which brought us in away from the increasingly congested main entrance. However, as we approached on the morning of the race it seemed the gendarmes had blocked this off and we approached a typically humourless officer, who explained to us (we thought) in French that we needed a different colour parking sticking to enter this way. For a second the thought occurred, why not just go for broke, dump the clutch and steam our way past the road block? “Better not,” mused Steve, “he’s got a gun.”

We reached the track just in time for the start of the historic race. This was a slightly mixed affair, with some of the racers treating us to a fantastic display of four-wheel drifts with a classic soundtrack, while some pottered around at a more sedate rate. Given many of the cars were worth more than my house the latter is probably sensible. It’s just not quite as fun though.

About an hour before the start of the main race we pitched up at the Peugeot hospitality unit overlooking the pits and secured a spot by the window. As 3pm approached the cars went off behind the safety car for the formation lap, and then silence. The procedure may have changed, but you could feel a tangible link to the famous start sequence in the Steve McQueen film. The grandstands went quiet and the crowd’s collective pulse began to rise, faster and faster. Then came the noise. The combination of cheering fans and angry racing cars reached a crescendo as Ferrari chairman Luca di Montezemolo dropped the flag, and Le Mans 2009 was go.

The beginning of the race was eventful to say the least, with GT1 Lamborghini retiring after two (although it has since been suggested the remarkably relaxed team were in fact there to boost its resale value and had no intention of going any further). Two of the Audis went for off-track excursions during the first couple of hours and, not to be outdone, a pair of Peugeots T-boned each other during the first round of pitstops.


As the race progressed a beautiful sunset lit the sky with a rich purple glow that provided ideal photo conditions. I headed up to the Dunlop Bridge to take a few shots and, on my return, came across one of the stricken Audis under a tarpaulin. The car was completely covered and unidentifiable barring the branding on the dust cover and the fact it was boarding an Audi transporter, so there seemed no harm in recording the moment.

The marshals, it seemed, did not agree and all hell broke loose. One of them charged at me furiously yelling something in French. Quite why – given I was yards away from a see-through fence behind which were 300,000 spectators armed with camera phones – I’m not sure, but the ranting Gallic lunatic then tried to physically grab my camera. Holding it at arms length and fiercely protesting my innocence I retreated to the gate frantically gesturing towards my press pass and photographer’s bib. I later found out there’s a gentleman’s agreement between the French photographers and the organisers not to take photos of broken cars, even when the interesting bits are safely covered and it’s in full view of the public. Now how did I not work that out in the first place? Still it’s not every day you get physically assaulted by a moronic jobsworth in a dayglo orange vest.


Day 5

As we came back to the circuit on Sunday morning the drone of race engines reverberated around the grandstands. The field was quite well separated by sunrise and the sound of the individual cars going past took on a rather more sombre note than the cacophony of the early stages. As ever the diesels provided one end of the spectrum with an eerie whoosh – more wind noise than revs – while the GT1 Corvettes provided a dramatic counterpoint with their old school V8 bellow and sheets of flame on overrun.

The race had settled into a rhythm, with the leading Peugeots first and second, Audi in third and the Gulf-liveried Lola Aston Martin of Thomas Enge and friends in fourth. I headed out to work exchanging magazines for interviews, until about an hour before the end, when we all converged on the Peugeot hospitality area once more.


With ten minutes to go the lead car appeared to slow down. Confusion reigned around the cheeseboard – did he have a problem? Far from it actually; it seems Peugeot had slowed the car down as part of a carefully orchestrated photo-finish. Confidence was evidently high in the team, and so it seemed at the bar, as the waiter lined up a row of glasses and filled each to the brim with champagne. Sure enough, three and a half minutes later there was a deafening roar from the elated home-crowd as the 908s swept past the grandstands to take the chequered flag. Inside the mood was similarly ecstatic as the drivers’ families watched the car cross the line, and we stayed to soak up the atmosphere, not to mention what remained of the Lanson.

After braving the pitlane crowds for the podium celebrations, we went for a walk around the site. It was quite strange how quickly the event died down – before long the grandstands were thinning and the seats on the iconic Ferris wheel were being taken down. However, it turned out the party was about to begin.


The Peugeot team’s after race celebrations began quite sedately, with a rather corporate presentation to the winning drivers and a succession of somewhat restrained speeches. Then something we didn’t expect happened – the Germans turned up. Audi walked over to congratulate their adversaries in what could have been rather hollow move, but instead turned out to be a deeply sporting gesture. They received a standing ovation from the victorious French team as they walked up the stairs to the main part of the suite, and there was a feeling that the pre-race mud slinging between the two companies had well and truly been left behind.

From that point the music rapidly got louder and livelier, the corks started to pop and atmosphere became electric. Along the top of the bar an assortment of Le Mans winners, mostly past or present Formula One drivers, in various states of undress were spraying the crowd with champagne. Beneath them Audi motorsport supremo Dr Wolfgang Ullrich and drivers like Allan McNish were taking to the dance floor. And so, as the evening unfolded, Sunday night at Le Mans morphed progressively into Friday night at Austin Powers’ pad.



Many hours later, as the crowds finally began to thin we emerged. Steve and the others had consumed several bottles of champagne by this point but, as designated driver, I was alarmingly sober. This did, however, have an upside. It meant when the urge to drive round the recently re-opened road sections of the course hit us at about 2am we were perfectly positioned to respond. Sat-nav armed with the start of the D338, we set out and picked up the circuit at Tertre Rouge.

Even the Focus proved a pretty special place to be as we accelerated down the start of the Mulsanne Straight. Rapidly the wind noise took over from the hopelessly un-Porsche-917 engine note and we cruised past the first and second chicanes (cordoned off now the race had finished) and on to the roundabout that forms Mulsanne Corner. Back on the gas, we followed the road as it kinked to the right, flanked by Armco to the sides and bordered above by a Shell advertising banner.


Next Indianapolis Corner appeared in the dim light of the Ford’s headlights and we swept to the right, clipping the rumble strip on our side of the road, before braking hard into the left hander that follows. Off the brakes, I turned into the corner with Focus’ tyres complaining bitterly and its inhabitants grinning like imbeciles. “Curb on the left, curb on the right, second gear, third gear, fourth gear” recited Steve doing his best Allan McNish impersonation as a slight lift brought the Focus’ wayward nose back into line. Next, the road reached a junction where we took a square right to follow the circuit around Arnage Corner. A short distance further up the road the track veered off to the right in what becomes the Porsche Curve. Alas a pair of substantial looking barriers forced us to continue along the road towards Arnage instead, and with that our trip around (part of) the Le Mans circuit came to a close. But the night was young and gendarmes appeared to have gone home, so instead we elected to turn round and do the whole thing again. Twice... Well, it would have been rude not to.


Day 6
Monday morning began early as I took Steve to the train station in Le Mans for the 7:30 train. As with the rest of the week it was something that could have been a chore, but turned out to be anything but. The whole event had been fantastic and, along with the rest of the Race Tech team, Steve’s knowledge and humour had made it far more than the corporate business trip it could have been.

After dropping him off I headed for the channel, with the roads once again deserted as the remaining fans slept off their hangovers. The gendarmes, however, were up and out, but thankfully still not in the sort of force I’d expected. I managed to spot a couple of lightly camouflaged speed traps on the latter stretch of the A16 heading in towards Calais and boarded the Eurotunnel unscathed. Emerging on the other side, and for perhaps the first time ever, I felt rather glad to be on roads with UK speed enforcement and not their altogether sneakier continental cousins. And, with that, my first Le Mans week drew to a close. It had been a fantastic introduction to the race and one which cemented many lasting memories. What’s more it was a rite of passage; next year I won’t be approaching the event as a Le Mans virgin.

2009 Koenigsegg CCXR Edition

More quickly than Bugatti Veyron and almost twice the price, this ultra rare, edition of 1018BHP Koenigsegg CCXR - the fastest car of the European production never - comes with RU.On October 30 the carbon fibre bodied, supercar bio-filled of fuel will make at its BRITISH beginning with M/H the Motor-show of prestige and execution comprising the high speed of phase at Earls Court of London.Able to catapult its occupants with 62mph as Juste 2.9 seconds and on an high speed of 254+mph, 4.8 the edition of V8 Koenigsegg CCXR of liter is latest in a long line of the supercars of the Swedish manufacturer.




However, according to your income, you could want to start to save since its high efficiency and exclusiveness come with a price to pay heart-stop. It is with you for a fresh 1.5million.But in addition respectful qualifications of the organic fuel environment of the wild means of this Ferrari-beater which you will save on expenses of congestion.Dispatch even in top, the mirror of rearview of the edition of Koenigsegg CCXR will be full with carbon Italian-fact also confusing of Pagani Zonda F, debuting also in Mph.This 7.3 remarkable carbon fibre model polished of the V12 liter by 650BHP will be hot on the heels of Koenigsegg with acceleration time impressing 3.6 seconds with 62mph and an high speed of 214mph.



The carbon of Pagani Zonda F also comprises the carbon ceramics brakes, a system of lifting to face the unequal surfacings and an exhaust of packing that resembles him would be at the house on the grid at Mans. If you have $668,000, this head-rotation supercar could be with you.The supports of ticket with M/H will be among the first people with RU to see these supercars with 200 of the fastest cars on planet plus the chance to see Jeremy Clarkson, Richard Hammond and James May accomodates the very first execution of phase the high speed of phase.

Koenigsegg Solar Electric Quant electric concept

Koenigsegg Solar Electric Quant electric concept

Koenigsegg released from the details on their proposal again concept, the quantity of Koenigsegg. An electric solar supercar
of four-seat, the vehicle was conceived by the manufacturer of cars and solar specialists NLV in solar energy.A complete model of the car is on posting with the Motor-show of Geneva.If it enters the production, the two companies envisage a car with a range of 500 kilometers (311 SEMI), and batteries capable of a full load in approximately 20 minutes. These batteries would be a type which can be charged an unlimited number of times without degradation. The conservation high of range is the photovoltaic coating of the thin layer of the body, and regeneration with four wheels of brake.

The quantity would obtain the equivalent of 512 BHP and the 715 bad nanometer of couple, bringing the car of 0-100 km/h in 5.2 seconds. This power comes from an twin-engine only installed weighing 140 kilogrammes, and eliminates the need for differential bevel gears and. The high speed of the quantity could reach 275 km/h. The car of drive of back-wheel weighs inside with 1780 kilogrammes Each of the four seats is adjustable, including both at the bottom. The part of generous leg in average the back four adults can rest in the vehicle. the doors of Gull-wing and a lack of B-pillars let people obtain in and outside all the parts of the car easily. Those in the back will be amused by the panels of two infotainment integrated in the back. Another panel is in the front one. Safety-wise, the vehicle was designed with ABS, electronic stability, and six smart bags with air.

Koenigsegg
Solar Electric Quant electric concept

2010 Bentley Continental Supersports

2010 Bentley Continental Supersports Launching

He it is platform of car and we want to show you a very fresh car. Bentley obtained each one curious when it indicated it was about to never release its faster and more powerful car. CarLovers, we cannot lie to you, this Bentley is fast, terribly fast! Bentley 2010 Supersports continental is actuated by a W12 engine pumping 621 ponies, and will take 0-60mph in 3.7 seconds to you.

If your right foot obtains heavy little you will be able to even strike an high speed of 329km/h (204mph). This Bentley is a wonder of technology and its level of detail is really astonishing. Ah, we almost forgot! This Bentley can function on the organic fuel E85 which emits 70% less carbon dioxide! But seriously how a W12 engine producing 621hp can be green? Are you ready during a new era of the superb cars?

New Bentley Continental Supersports 2009

Two years ago, Bentley cars in the league entering the most extravagant high CO2 emissions. Supermewah car manufacturers decided to give the car more environmentally friendly. Result, the Bentley Continental Supersports on display at the Geneva Motor Show 2009, next Sunday.


Behind the bonnet the engine that most had made Bentley, namely W12 621hp and 590 pounds-ft. Bentley and not lose something special, a giant can torsi low 1750rpm. The effect, acceleration from idle to 60mph achieved in 3.7 second . Super region. Very few cars in the world that have the capability of less than 4 seconds.

Coupe is 55 kg lighter from his brother in the sedan. This coupe also uses a number of lightweight material to cut weight, such as carbon fiber. Excess is the other application where Quickshift move teeth more quickly doubled.

2010 Bentley Continental Supersports

2010 Chevy Camaro Chevrolet Coming New Car

2010 Chevy Camaro

Chevy was a large associate of Daytona 500 during more than 30 years, and Camaro is an icon of the motor vehicles,said President Robin Braig of speed-way.This model 2010 will give the tonality for a sport scar of the 21st century, and it is a perfect adjustment to lead the package to the great American race .The vehicle of 426 powers in horses, actuated by all-aluminium Chevy V-8 of 6.2 liters, carries a gray arrangement of painting of Cyber of PPG with a design of accent being appropriate for the center of the world of packing. Camaro surveyed the field just twice in the history of Dayton 500, in 1968 and `69, and this model 2010 is programmed to strike floors of showroom this spring.Built on the new total architecture of drive of the back-wheel of the GM, Camaro also will be offered in V-6-powered LS and models of LT. Spec. additional of the car of step 2010 model include:

- V-8 liter of All-aluminium 6.2

-426 powers in horses and 420 deliver-pi of couple

-Entirely integrated system of stroboscope, including an optical guide made on order GM-conceived using linear Whelen stroboscope of 500 series

- economy of fuel of road envisaged 27 by mpg

- Manual transmission speed of Tremec 6 of saving in fuel

When the 2010 Chevy Camaro comes out, it is going to have some competition from Ford and Dodge with the Mustang and Challenger, but it will still come out on top with the sporty look and superior horsepower. Whether you drive the manual transmission or the automatic transmission, reaching top speed will be no problem for those of us thrill seekers. If Chevy stays on plan with the independent rear suspension and MacPherson struts in the front, they should have a car capable of blowing away any other sports car in it's class!

We now give you with the heads. Intend to see an equitable part of Camaros when November rolls around and of the community of the motor vehicles its attention turns towards Las Vegas for the annual exposure of SOWED. Chevrolet Camaro 2010 was just called the official vehicle of the exposure, and us 'about guessing that General Motors will employ the occasion to make him the most popular car with Vegas. The manufacturer of cars currently accepts proposals for vehicles of project, and us 'about betting that each one scrambles to obtain their hands on Camaro 2010. With its V8 LS-based and design retrotastic, that gained 't take a long time for a plethora of parts of market of the accessories to become available. The true question left with the answer is when beginning of GM the model of series of Camaro? It clearly must occur with or before the exposure of show in November.

2010 Chevy Camaro Coming

2010 BMW Z4 Launch and Review

2010 BMW Z4 Launch and Review

New BMW Z4 was launched to Detroit which was awaited to be a launching in GENEVA with the NAIAS.One expected that Z4has an integrated engine of sport of six-cylinder of 3.2 liters which can produce up to 343 BHP, but BMW claims that the 3.0 liters naturally aspired the engines which can only give one result of 300 BHP for Z4 sDrive35i and 255 BHP forZ4 sDrive30i are better options. It is not comprehensible that why is the engine of 300 BHP is the best then engine of 343 BHP, the well which is the different matter. New Z4 eqquiped with an automatic transmission of technology of duel-clucth 7 speeds and the technology of Efficient Dynamics for large the perfomence and it is work of bodies Carry out-accentuated by beutifull of design, and the capacity to put 0 to 60 M/H as Juste 5 seconds are the principal characteristics of Z4which makes with this machine a large competitor with others.

BMW announced that the last iteration of the roadster Z4 to the long nose will make its Australian beginning with the international Living room 2009 of the Car of Melbourne. It will be also the first public appearance of the car since being revealed with the automatic exposure of Strait in January.

BMW will bring the safety-PO model Z4 sDrive35i to Melbourne which packs of the 3.0 liters twin-turbocharged six pennies his cap prolonged and turns the crank outside of a substantial 225kW (302hp) and of 400Nm (295lb-pi) of couple. Once combined with the new duel-clutch the seven-speed of BMW tranny, it is enough to carry the roadster of nothing to 100km/h (62mph) as Juste 5.1 seconds. The car of exposure also obtains the optional adaptive kit of suspension of M, which lowers the car of 10mm and comprises the electronics-adjustable shock absorbers. Addition with the standard dynamic ordering of drive - which allows permutable arrangements of power control, of direction and shifting of speed - the roadster Z4 should be a flexible sportscar. With an estimate of economy of fuel of 9.4 l/100km and a capacity of loading of 310 liters with the roof upwards, it should also be reasonably practical too.

2010 BMW Z4 Review and wallpaper

2010 Pontiac G8 Sport Truck Priview Car

Pontiac will add an alternative of truck of sport to its line of G8 during the 2010 model years, the announced company Friday. A version of production of the collection car-based will be on posting the next week with the automatic exposure of New York. The street of G8 gained 't is available up to 2009 late.Based on Holden Ute was sold in Australia, the street of G8 is the first car-like the truck record player to be sold in the United States in a few decades.

Pontiac launched forever starting from the vehicles of segment-definition of offer, turning over to the original GTO, with Jim says Bunnell, managing director of Buick-Pontiac-GMC. Pontiac G8 Sport Truck simply anything else like the truck of sport of G8 on the road today, and we believe certainly that there are customers who will be excited by his distinctive possibilities of design, execution and cargo.

look at something and say to me if it is beautiful or ugly. Just about any thing or anybody will obtain a different answer, according to which makes the glance. In the case of the truck of sport of Pontiac, it is just strange dish, but in a kind of lemonade of worms the low-house in manner. Consider, for example, the back. Yes, it is a bed, but it is a hurled bed, and before indicates leave my manner with a cry.Interiors, the civils servant of GM declare that there is a great interior sector of cargo with more than 8.5 cubic feet of memory capacity. There are two covered compartments of storage under the floor of load and the pairs of nets for freight.

The truck of sport is actuated by same the 6.0 V8 liters used in the truck of G8 WP. It extinguishes 361 powers in horses and a couple of 385 deliver-feet. The combination of an automatic transmission six-speed and an active technology of fuel management provides the good economy of fuel and zero to 60 M/H of 5.4 seconds period. The street assied only two occupants. Behind the seats is a great interior sector of cargo with more than 8.5 cubic feet (245 liters) of memory capacity. There are two covered compartments of storage under the floor of load and the pairs of nets for freight. A bed of cargo of 73.9 inches offers 42.7 cubic feet of the space and a coating of durable made up bed. It can carry a payload of more than 1.074 books and also tow a bottom of page of 3.500 books. The truck of sport of G8 goes up on the aluminium wheels of 18 inches with tires of execution of the summer P 245/45R the 18. tires of All-season are available. An optional package of sports includes the aluminium wheels machine-make face 19 per inches with tires of execution of the summer P 245/40R 19.

2010 Pontiac G8 Sport Truck

2010 Hyundai Genesis Coupe

Hyundai Genesis Coupe wallpaper and photos

Half-compartment 2010 of genesis of Hyundai was not supposed to be revealed just still, and new the forum of Tiburon decided to give him a revealing early. Half-compartment 2010 of genesis of Hyundai was right a car of concept last year and was shown in Los Angeles.Although the car made early reveal this on the net, we cannot however provide you any details of the vehicle because we let us not have any of it. However we do not have that to wait a long time because the car will obtain at its beginning of New York this week.


One of some luminous spots in what was one period dull and impatient for auto industry was Hyundai genesis 2010. Last year, the Korean manufacturer of cars made a clean cut starting from his econocar roots with the genesis, a truck of luxury honest-to-goodness which took the car at the North-American house of the year honours. More recently, it let journalists lead the half-compartment of genesis, a car of compact-cum-pony of sport which could just break new the mustang and Camaro 's outgoing parts. The hasn of ink 't even dried however on those leading of the impressions, but that 's not stopping Hyundai indicating its next stages, namely, a program RACE and in a paramount way R-Spec. of half-compartment of genesis.

2010 Hyundai Genesis Coupe

2009 Toyota Venza Priview

Toyota today launched an all-new utility vehicle for the 2009 model year the Venza. The Japanese automaker refers to the car as a crossover sedan which seems like an effort to avoid the use of “station wagon” at all costs. Toyota came up with the designation because the Venza combines “comfort and fun-to-drive performance elements of a five-passenger sedan” with the “utility of an SUV.



The Toyota Venza carrying ability is more like that of the taller Highlander than the Camry sedan. Passengers in the rear are treated to plentiful headroom and luxury-liner legroom, and an optional panoramic roof lets in lots of light. For hauling duty, the reclining rear seats fold down in one beautifully choreographed movement, resulting in a nearly flat cargo floor that can carry more than most families will ever need. Rearward visibility is restricted somewhat by a high beltline and a smallish window, but a backup camera with a clear and colorful display more than makes up for it.

2009 Toyota Venza

Toyota viewed Venza with exposure 2005 of Strait like concept of FT-SX. The tendency of engine brought back little time after the FT-SX the 's revealing which it will replace Solara like alternative of lifestyle of the line of Camry. While its finishing on side points out the enclave to me, with Toyota the 'catch of S on Buick 'the S organics, glance of fuselage, the nose and tail are Toyota pure, particularly its fattened face of Camry (the overall height is very low-SUV/large-truck 's 63.4 inches). Its rich interior and two-ton also emulate the enclave.

2010 Mercedes-Benz S-Class Facelift

2010 Mercedes-Benz S-Class Facelift

The S-Class of Mercedes-Benz which the increase of the face was just revised three years of former, Mercedes only slightly massed to name external. In advance, the grill arrow-shaped became more marked. The shape of the front stop was also changed and now comprises a light-contagious chromium accent below the air intake. Rounding the back outside, Mercedes obviously integrated the conduits in the back stop.

External lighting was also resty led. The Bi-xenon headlights maintain their old form, but now assert indicators of LED on their lower edge. A whole of current lights of day mean of LED and the lamps of fog mix well in the new front stop. In conclusion, the rear lights were also improved and now rougeoient in a double-C model enlightened close, you guessed it, LED.

models of S-class were always identified for the impressive devices of safety, and the new car does not make dissappoint. One of its innovations is the brake of pre safe which can activate the maximum pressure of braking if the driver does not identify the immediate danger of a collision a posteriori. A device called attention can alert the driver if him or it becomes dormant and the lane keeping the assistance vibrates the wheel if the driver starts to derive. The engineers of Mercedes even improved the active suspension of the ordering of body (ABC) to compensate for the effects of the cross-winds.\

Perhaps the most important change for the range of S-class is the addition of a new model: the S400 hybrid. S400 carries out an economy of the fuel combined 29 by mpg approximately, unknown factor in its class. It controls such an effectiveness by 3.5 a modified engine of the V-6 liter, a magnetoelectric engine, an automatic transmission seven-speed, and a battery with high voltage of lithium-ion. The use of the battery of point in a car is a world a 's initially. S400 is also equipped with other common hybrid components such as retroactive braking and a function stop/walk.

2010 Mercedes-Benz S-Class Facelift