Tuesday, August 31, 2010

New Lancia Stratos Review


Resurrection of the legendary rally car, Lancia Stratos seemed not just a rumor. New Lancia Stratos has now been officially introduced.

New Lancia Stratos is a unique-shaped compact car with a mid-engine sports the short wheelbase.

Stratos is the initiation of the resurrection of a personal project Stoschek Michael, a successful businessman who heads the fifth largest supplier of automotive components in Germany.

In terms of appearance, New Stratos was designed to truly be a prototype of Lancia Startos. Although the overall color carbon black, unlike the legends who dominated the red and white Marlboro.

New Stratos based off the Ferrari F430 and body made entirely of carbon fiber, allowing the power-to-weight ratio was less than five pounds per dk and 50:50 weight distribution.

Stratos tested in the circuit. However, not yet known whether this car is really only going to produce one unit only, or at least be a limited edition with a small production, there is going to depend on the demand and production cost.

New Stratos body completely made of carbon fiber.


Stratos new (black) side by side with old Stratos.

Saturday, August 28, 2010

Aston Martin Super Sport Limited Edition

After the birth of One-77, a British manufacturer of this re-produce cars under the name of Aston Martin's Super Sport Limited Edition.


This car is only produced as many as eight units only. Star Electric Cars Aston Martin France became a partner in making this Super Sport. Aston Martin's Super Sport is equipped with a capacity of 4.5 liter V8 engine equipped with twin turbochargers. Aston Martin's Super Sport is capable of producing power of 950 hp.



Modifikasi Honda Supra Racing Body Dari Jogjakarta

Modifikasi Honda Supra Racing Body From JogjakartaSwitch to the under carriage, dressed with aseso Kinkin racing, such as V-shape rim 17 inch slick smooth rubber covered to emphasize the aura drag bike. The kitchen was also upgraded runway to the finish. Engine capacity of 200cc grafting piston jacked so Tiger sprayed caerburator owned Honda NSR SP innate. "Last fueled racing ignition to CDI's

Modifikasi Yamaha Mio Racing American Style

Modifikasi Yamaha Mio Racing American StyleNot wrong if Kinkin listed as a member IM3 Ambarawa also look into installing the trend of racing his Yamaha Mio. "Modifications la mocyc (motorcycle) Thailand is more loved in the country but must still promote creativity in a typical country boy alone!" He said.Joint forces MODIF IM3, Kinkin execute the motor assembly in 2007 was full aura of drag

Monday, August 23, 2010

Nitrous Bottles

Looking For the Best Brackets For Your Nitrous Bottles

If you have a nitrous powered kit installed in your car then it is important that it should be installed perfectly. These kits are powered by nitrous bottles that are highly flammable and can explode if left loose fitted, so you just have to ensure that you are making use of right type of bracket to hold it in its place. When selecting one you just have to keep in mind that that bracket is an important component as it is going to hold the nitrous bottles to your car and so fitting is very much important. You should in fact never struggle to fit the nitrous bottles in the brackets every time you have to replace them. This bracket is designed such that it is helpful in holding the bottles in its right position, especially when driving your car in rough terrains.

In case you are just not making use of right size brackets then there are chances that while driving through the rough terrain the might fall off the car and explode. In most cases improper handling of nitrous bottle is literally responsible for most accidents. You can always make use of different types of brackets to get the nitrous bottles adjusted in wide variation of forms. There are also a number of such brackets that are available in the market that might offer you with such convenience that you can try adjusting the bottle in multiple angles. This is one advantage if you are having the nitrous kit installed on your motorcycle. There are also a number of brackets that can be placed at an angle of around twenty degrees from the nose of the bottle. This is good option in case you need to get it installed in motorcycle where the space is too less.
The moment you are looking forward to purchase a bracket for your car or motorcycle it is important to try and select one that is best made for the type of you are making use of. Selecting the right pin type of also very much important and you also have to pay more attention towards the size of the bottle used. When searching the local market you certainly might come across different sizes of bottles. Each one is designed to fit comfortably with different size bracket. You get these nitrous bottles in various sizes that are made for smaller bikes to heavy vehicles. There are also some people who like placing bigger nitrous bottles in their power bikes as they are always looking around for more power. In case you are also not using this power quiet often then it is important that you select a smaller bottle. The smallest one is designed to store around one pond of nitrous.

Sunday, August 22, 2010

Ducati Streetfighter 2010

Ducati Wallpapers Or Other Bike Wallpapers Add Fun to Your PC

Which is more near and dear to you... your Ducati bike or your computer? That's a tough question for many to answer for both have their place of importance in the everyday lives of those who love motorcycles. With a wide assortment of bike wallpapers and especially Ducati wallpapers at least you can combine both interests and create a really cool looking computer whenever your wallpaper is on display. While riding the Ducati you might carry your lap top computer along for the ride but probably would never try to use both at once. That might be even more dangerous than texting on your cell phone while trying to drive.

Adding interesting wallpapers to a computer desktop has long been a popular past time for many who spend time on their PC, whether at home or at work. Newer versions of Windows enable users to set up a slide show of favorite pictures to be displayed, further adding to the "watch ability" of one's personal computer. Downloading interesting applications such as bike wallpapers and screen savers is a quick and simple procedure, and they can be changed whenever the user gets bored with their present one. Windows comes with some wallpaper options but you must go looking for the truly fun, imaginative ones.

To those who love bikes, whether motorcycles, bicycles, or scooters, the name Ducati is well known and highly respected. From the first pushrod engine powered bicycles manufactured by them soon after Italy was officially liberated in 1944, the name has been synonymous with great motorcycling. Today we see powerful high performance motorcycles build by Ducati around the world and they continue to be the leading designers of quality two wheel motor machines.

Combining the love of motorcycles and your PC through bike wallpapers is a natural. Ducati wallpapers for the PC are exciting and visually stunning when seen on the home computer. Many office computers display Ducati wallpapers or other bike wallpapers almost as a statement of how the users are independent thinkers who appreciate looking at that grand motorcycle in between tasks on their PC.

For the motorcycle enthusiast who is also into computers, there are many choices when it comes to bike wallpapers and especially Ducati wallpapers. As there are different riding modes of bike, so are there a variety of modes or styles in wallpaper for your personal computer. Whether it's touring, sport, enduro or urban style of bike that turns you on, there will be choices in bike wallpapers from which to select. Or choose as many as you wish and let your PC show them off in a slide show style of display. Using the slide show option is similar to a screen saver as it changes often so no image is "burned" into the screen.

For those who wish to live on the wild side even though their vehicle of choice is the family SUV, having bike wallpapers on the home computer or the one at the office, will give them an opportunity to dream a while as they look at their desktop Ducati wallpapers. Can you just picture a Sport Edition Ducati, with its carbon fiber air intakes, rear hugger, cam belt covers, and lateral air extractor while endlessly typing on that keyboard? Imagine the surge of power you might be feeling if only the Ducati wallpapers on your PC could come to life. Won't it act as power fuel for your desktop?

Friday, August 20, 2010

Motorcycle Accidents

Is Protective Clothing As Good As it Should Be?



Due diligence is a commonly used expression these days. People refer to it in reference to business deals and agreements, health and safety matters or public services. In fact anything that involves an element of risk could and should be mitigated by taking steps to head off potential trouble. We all know that accidents happen. We all realise that there are ways to lessen the chances of problems and that we should do all we can to show 'due diligence.'

In the case of motorcycle riders there are a number of clear and sensible steps that can be taken to try and keep out of harm's way. Perhaps one of the most obvious and effective methods that bike riders can adopt to try and prevent serious injury is by making sure that you are wearing appropriate protective clothing.

Prevention is always the best cure

There are two important aspects to protective clothing. The 'prevention is the best cure' approach by which high visibility helmets, jackets and riding gear works to ensue that other road users have a clear awareness of your presence. Fluorescent orange or yellow clothing that can be seen from the side and back as well as the front can dramatically improve the chances of being seen, often from great distances, and staying safe. It's important too that all lights are working properly and that your visor or goggles protect your eyes from wind, rain, insects and dirt on the road.

If you do find yourself in an accident then there are ways that wearing suitable protective clothing will limit or even on occasions prevent bad injuries. Motorcycle safety helmets are not only essential for minimising the possibility of suffering serious head injuries, they are also a legal requirement. But boots, jackets, gloves and gauntlets and other forms of motorcycle body armour or protective clothing in the form of reinforced jackets, elbow and knee shields, neck and back protectors as well as protective shorts and shirts worn underneath bike clothing are also available. Their sole purpose is to absorb impact and prevent injury. But they are expensive, and while top of the range protective gear may help to prevent a serious motorcycle injury, they are often out of the price range of many riders. And in the event of a serious accident, even the best protective clothing won't help you walk away unscathed.

Protective clothing offers no guarantees

Realistically, whilst advances are made all the time in design, protective qualities and toughness, there's only so much protection that clothing and motorcycle body armour can offer. Such is the nature of biking. The fact that you aren't encased in a protective shell like car drivers makes it simply impossible for protective clothing to offer complete protection.

There are no guarantees and biking remains an inherently risky pursuit with road conditions and other road users notoriously unforgiving. Putting it bluntly - there is always a risk of serious bike injury.

In the event of a serious injury the advice is simple. Talk to an expert lawyer. It takes a specialist injury lawyer to properly appreciate the challenges and fully grasp the complexities and implications of a bike injury claim. Whilst generalist lawyers will have an overview of serious bike injury, there are many aspects to a serious injury compensation claim in which they are unlikely to have the experience and expertise of a specialist.

Thursday, August 19, 2010

The Chevrolet Aveo RS Show Car

The Chevrolet Aveo RS show car makes its Washington, D.C. debut this week at the 2010 Washington Auto Show. It features a European-inspired hot hatch look designed to appeal to young enthusiasts, and hints at the next-generation Aveo.

Longer, wider and more spacious than the current production Aveo, the Aveo RS showcases the car’s upscale-looking design cues both inside and out, and presents the many personalisation options potentially available on the next-generation car. Its 1.4L I-4 Ecotec turbo engine delivers exceptional fuel economy with performance when it’s needed.

“We hope the Aveo RS show car will demonstrate that we are as serious about redefining the Aveo and its place in the small-car segment as we were about reinventing the Malibu,” said Jim Campbell, Chevrolet general manager.

Justify FullFirst impressions
The Aveo RS show car, finished in electric Boracay Blue, wears global Chevrolet design cues such as the dual element grille, round taillamps and fender flares, but designers turned up the attitude on the show car with low openings and a lower mouth trimmed in a combination of brushed and polished aluminium. Outboard fog lamps are integrated into an exaggerated brake-cooling inlet that flows into the front fender flares, creating an aggressive-looking face.

Exposed headlamps, with their brushed aluminium structural surround, are inspired by the designers’ affection for motorcycles. The sleek side profile is characterised by uninterrupted body side lines, a high beltline and low roofline. The side mirrors with amber-coloured turn signal indicators carry the same shape as the car and seemingly disappear into the profile. At first glance, the car actually looks like a three-door hatch because the rear door handles are discreetly located in the “C”-pillar area.

“The Aveo RS show car demonstrates how progressive design can inject personality into a small car,” said Michael Simcoe, executive director, North American Exterior Design. “We want customers to see it and have an emotional reaction to it.”

No performance-minded car earns its street cred without large wheels and tyres. The Aveo RS show car’s wheels are 19-inch, five-spoke with a gun metal metallic finish Chevrolet logo. The wheel openings reveal large Boracay Blue brake callipers.

The rear of the show car continues the sport theme, with an integrated spoiler that flows from the roof, a centre-mounted exhaust and chrome exhaust tips. The exposed motorcycle-inspired rear taillamps feature tinted aluminium housings and a discreet Bowtie logo.

Efficient performer
The Aveo RS show car is powered by the same highly efficient 138-horsepower (103 kW) 1.4L I-4 Ecotec turbocharged engine that will be available in the upcoming Chevrolet Cruze.

A six-speed manual transmission is designed to ensure the car will provide a spirited driving experience.

For the show car, designers created a special engine cover in graphite silver with a brushed aluminium insert. The coolant and power steering fluid fill caps are rimmed in ice blue, and the honeycomb vents flanking the centre of the cover are matte-finished in shadow chrome and designed to match the wheel colour.

Chevrolet has previously announced the new Aveo will be built at Orion Assembly in Orion Township, Michigan, in 2011, a move that will restore 1,200 jobs to Southeast Michigan. Timing for retooling Orion Assembly for Aveo production is anticipated to begin in late 2010.

The Aveo is an important member of Chevrolet’s family of small cars, positioned between the upcoming Cruze compact sedan and the Spark five-door mini car in size.

Wednesday, August 18, 2010

2010 Yamaha Byson Specification Detail

Gambar 2010 New Yamaha BysonFoto Yamaha Byson 2010Jakarta - Since two years later a Japanese motorcycle manufacturer, Yamaha has been rumored to want to spend their new sports bike, Byson to accompany the existence of V-Ixion and Scorpio.PT Yamaha Motor Kencana Indonesia (YMKI) also ensure this product will soon be introduced in September 2010 or later after the Idul Fitri holidays with a tag of

2010 Porsche Panamera Turbo

Dr. Ing. h.c. F. Porsche AG, Stuttgart, presented the Panamera to the world public today at the 13th Auto Shanghai. Joining the 911, the Cayenne, and the Boxster/Cayman, this new four-door Gran Turismo is Porsche’s fourth model series, with three variants entering the market in Germany on 12 September 2009. The Panamera is making its debut as an eight-cylinder delivering 400 and, respectively, 500 horsepower and with both rear-wheel and all-wheel drive, a six-cylinder gasoline model and a hybrid version following later.

Klaus Berning, Executive Vice-President Sales and Marketing of Porsche AG, expressed a clear view at the world debut of the Panamera: “Introducing the Panamera, we are entering a market segment completely new for our customers and we are once again consistently expanding our model portfolio.”

Through its design and looks alone, the Panamera clearly stands out from the competition at very first sight. Like no other car in its class, it offers a truly unique combination of sporting performance and luxurious comfort. Despite its low and sleek silhouette so typical of Porsche, the Panamera, measuring 4.97 metres (195.7″) in length but only 1.42 metres (55.9″) in height, ensures a generous feeling of space on all four seats.

Wolfgang D’rheimer, Porsche’s Executive Vice-President Research and Development, added an equally clear statement: “Our engineers, technicians, and designers have invested all their know-how, years of experience, a wealth of ideas, and their full passion for sports cars in this four-seater Gran Turismo.”

The Panamera is introducing no less than five outstanding innovations in technology as world premieres to be admired for the first time in the luxury performance class – among them the first Start-Stop system in conjunction with automatic transmission, air suspension with additional air volume available on demand in each spring, as well as active aerodynamics with an adjustable, multi-dimensional, extendable rear spoiler on the Panamera Turbo.

Porsche’s Gran Turismo sets new standards in its market segment in terms of performance, driving dynamics and efficiency, benefiting from Porsche’s traditional core competences and years of experience in motorsport, since efficient and powerful engines, lightweight technologies, and optimised aerodynamics are crucial to success also on the race track. All models in the Panamera range come with Porsche Direct Fuel Injection, low-friction drive systems, and weight-optimised lightweight bodies.

Moving on to the suspension, the customer can choose among steel suspension or adaptive air suspension with a fully-controlled damper system. And thanks to its intelligent chassis concept, the Panamera combines the driving comfort of a luxurious grand touring saloon with the driving dynamics of a thoroughbred Porsche sports car. Depending on his individual style of motoring or current traffic conditions, the driver can choose either a particularly comfortable or an especially sporting set-up most conveniently at the touch of a button.

With its center console extending back from the dashboard all the way to the rear seats, Porsche’s new Gran Turismo offers an unprecedented feeling of space and motoring pleasure on all four seats, highlighting the personal ambience and style of each individual passenger. The driver’s seat and cockpit offers optimum ergonomics all round, a low seating position providing that direct contact to the road again so typical of Porsche. The passengers, in turn, all enjoy highly comfortable single seats. The luxuriously appointed interior, finally, already offering a supreme standard on the regular series models, may naturally be upgraded on request by a wide range of optional extras and special equipment.

2010 Mercedes-Benz SLS AMG

Technical Specifications

Make: Mercedes-Benz
Model: SLS AMG
Engine: 6.3 litre V8
Aspiration: Natural
Maximum Power: 420 kW (571 hp) @ 6800 rpm
Maximum Torque: 650 Nm (479 lb-ft) @ 4750 rpm
Transmission: Seven-speed dual-clutch transmission
Drivetrain: Rear-wheel drive


2010 Mercedes-Benz SLS AMG



For the first time in the company’s history stretching back over 40 years, the Mercedes-Benz performance brand is presenting a vehicle developed in-house, the Mercedes-Benz SLS AMG. The super sports car serves up an exciting proposition with its unique technology package: aluminium spaceframe body with gullwing doors, AMG 6.3-litre V8 front-mid engine developing 420 kW (571 hp) peak output and dry sump lubrication, seven-speed dual-clutch transmission in a transaxle configuration and sports suspension with aluminium double wishbones. The ideal front/rear weight distribution of 48 to 52 percent and the vehicle’s low centre of gravity are testimony to the uncompromising sports car concept.

“Mercedes-Benz is presenting an exhilarating super sports car in the guise of the new SLS AMG, which is bound to set the pulses of all car enthusiasts racing that extra bit faster. The SLS AMG is emotion pure and simple for the Mercedes-Benz brand and is set to become one of the most alluring sports cars of our era”, says Dr. Dieter Zetsche, Chairman of the Board of Management of Daimler AG and Head of Mercedes-Benz Cars.

“Our customers will experience with the SLS AMG the expertise of our sports car manufacturer Mercedes-AMG, built up over 40 years of motor racing, along with the kind of scintillating design that only a top athlete from the Mercedes-Benz stable can offer”, says Volker Mornhinweg, Chairman of Mercedes-AMG GmbH.

The new Mercedes-Benz SLS AMG offers purist, distinctive styling, superior driving dynamics and hallmark Mercedes everyday practicality and safety. During the development of the new ‘Gullwing’, the AMG developers placed their trust in the valuable know-how of the specialists from the Mercedes Technology Centre (MTC) in Sindelfingen. The aim of this joint development was to turn the SLS AMG ‘Gullwing’ into the perfect synthesis of the strengths of the Mercedes-Benz and AMG brands.

Consistent lightweight design thanks to aluminium
The radical design as a highly talented dynamic super sports car with its low-slung front-mid engine set well back also feeds through into the proportions as well as the optimised lightweight body concept: for the first time, Mercedes-Benz and AMG are presenting a car with an aluminium chassis and body. Compared with the traditional steel design, this results in a significant weight saving, clearly illustrated in the planned DIN kerb weight of 1620 kilograms excluding driver.

The newly developed bodyshell comprises an aluminium spaceframe. This exclusive design combines intelligent lightweight design with outstanding strength – thus delivering superlative driving dynamics. Naturally, the aluminium spaceframe meets all the requirements in terms of passive safety and the hallmark Mercedes-Benz body quality that applies to any car sporting the Mercedes-Benz star. Despite the low sitting position in typical sports car fashion, the wide-opening gullwing doors make it easy to get in and out of the vehicle.

Fine-tuned AMG 6.3-litre V8 engine developing 420 kW (571 hp)
The fine-tuned AMG 6.3-litre V8 engine achieves a peak output of 420 kW (571 hp) at 6800 rpm, thus turning the SLS AMG into one of the most powerful sports cars in its segment. A power-to-weight ratio of 2.84 kg/hp comes courtesy of the low vehicle weight. The eight-cylinder naturally-aspirated engine delivers maximum torque of 650 Nm at 4750 rpm. The ‘Gullwing’ accelerates from 0 to 100 km/h in 3.8 seconds, before going on to a top speed of 315 km/h (all figures are provisional). Bearing the internal designation M159, the V8 high-revving engine with its displacement of 6208 cubic centimetres has been thoroughly reengineered compared with the M156 entry-level engine and boasts all the hallmarks of powerful racing engines.

The principal measures in increasing output include the all-new intake system, the reworked valve train and camshafts, the use of flow-optimised tubular steel headers and the dethrottling of the exhaust system. This results in much better cylinder charging, which feeds through into an increase in output to 420 kW (571 hp) with maximum torque of 650 Nm. The eight-cylinder engine responds swiftly to movements of the accelerator pedal, demonstrating much more pronounced high-revving flexibility across the entire rev range. The switch to dry sump lubrication also translates into a much lower position of the engine in the vehicle. And lowering the vehicle’s centre of gravity has also paved the way for high lateral acceleration and exhilarating driving dynamics.

Perfect synthesis of lightweight design and strength
The use of high-strength components compensates for the increased engine load associated with the higher output. Forged pistons, a reinforced crankshaft bearing, optimised crankcase structure, along with improved lubrication thanks to an on-demand high-performance oil pump ensure optimum durability.

Despite these higher loads, the engine weight for the M159 has been further reduced. The forged pistons as oscillating masses play a particularly valuable role in this respect. Thanks to targeted weight optimisation, the weight of the engine has been reduced further, resulting in a kerb weight of 206 kilograms and, in turn, a power-to-weight ratio of 0.36 kg/hp. The AMG 6.3-litre V8 engine thus delivers the best figure by far compared with its competitors.

Sophisticated catalytic converter technology enables current and future exhaust emission standards such as EU 5, LEV 2 and ULEV to be met. The friction-optimised twin-wire-arc-sprayed (TWAS) coating on the cylinder walls – a process that remains exclusive to AMG – also reduces fuel consumption, as does the on‑demand, map-optimised oil supply along with the regulated generator management. Thanks to the targeted use of efficiency-enhancing measures, fuel consumption for the SLS AMG is around 13 litres of Super Plus per 100 kilometres (NEDC combined, provisional figure).

Dual-clutch transmission with transaxle configuration and torque tube
The AMG 6.3-litre V8 engine delivers its abundant power via an ultra-light carbon-fibre driveshaft at the rear axle – similar to the set-up used on the DTM C‑Class racing touring car. The transmission is mounted at the rear (transaxle principle) and is connected to the engine housing via a torque tube.

A carbon-fibre shaft rotates at engine speed in the torque tube. The advantages of this sophisticated solution are associated with the rigid link between the engine and transmission and, in turn, the optimum support for the forces and torque generated. A new AMG dual-clutch transmission with seven gears takes care of power transfer. The transmission boasts fast gear changes with no loss of tractive force. The driver has a choice of four different driving modes, ranging from comfortable to extremely sporty, as well as a RACESTART function. Optimum traction comes courtesy of the mechanical differential lock, which is integrated in the compact transmission casing.

The chosen solution with a front-mid engine plus transaxle configuration ensures an ideal front/rear weight distribution of 48 to 52 percent. Mounting the engine behind the front axle has created the ideal conditions for consummate driving dynamics with precise steering, first-class agility, low inertia with spontaneous directional changes and outstanding traction. The suspension technology is also a match for these high standards: wheel location comes courtesy of double wishbones and hub carriers made of lightweight forged aluminium. The ‘Gullwing’ comes with 3-stage ESP as standard, providing the driver with access to the three “ESP ON”, “ESP SPORT” and “ESP OFF” modes at the push of a button.

Ceramic composite brakes, innovative flow-forming wheels
The AMG high-performance composite brakes all-round ensure extremely short stopping distances even under enormous loads. The newly developed, optional ceramic composite brakes with larger brake discs guarantee even better brake performance and lower unsprung masses. The ceramic brake discs will perform reliably at even higher operating temperatures thanks to their greater hardness, all combined with an impressive weight reduction of around 40 percent. Light-weight design was also a key consideration with the wheels: weight-optimised AMG light-alloy wheels – 9.5 x 19 inch (front) and 11.0 x 20 inch (rear) – based on the innovative flow-forming principle reduce the unsprung masses while increasing driving dynamics and suspension comfort. 265/35 R 19 (front) and 295/30 R 20 (rear) tyres developed exclusively for AMG ensure optimum grip.

The design and development phase for the super sports car got underway in the last quarter of 2006. The intensive vehicle testing programme will be complete by the end of 2009. Meanwhile, the reinterpretation of the legendary ‘Gullwing’ is scheduled to be launched in spring 2010.

Monday, August 16, 2010

Motorcycle Rentals In Las Vegas, NV

It's crazy out here in "Sin City", with all its hotel resorts, adult entertainment and gambling. Outrageous stuff happens every time here in Vegas. But if you want to experience a different kind of wild, why don't you get yourself some black leather, rent a motorcycle, and realize those biker dreams.

It can all happen here. Getting wild, making a dream a reality, or just simply taking a break. Motorcycle rentals in Viva Las Vegas can make all that happen. They are an alternative to a great new experience out here in The Meadows. Take your pick from a variety of rides ranging from ATVs, Dirt bikes, Scooters, Harley Davidson to Honda Trikes, all of which provide the optimum motorcycle adventure experience this side of the southwest.

Revive your dreams alone or with fellow road bike aficionados. Or perhaps ride different bike models for one adventure to the next. You can also take the planned routes or even get spontaneous and follow wherever that desert road will take you! You may ride bikes on weekends or make the dream last longer by leasing motorcycle rentals in Las Vegas on weekly terms. Whatever the ride may be or how long it is going to take, the results are the same: exploring Las Vegas on a motorcycle rental will introduce you to another side of the city.

For starters, blast some biker music to get the feel going. Nazareth's "Hair of the Dog," George Thorogood & the Destroyers' "Bad to The Bone," and last but certainly not the least is the proverbial biker anthem of Steppenwolf's "Born to Be Wild" will just do the trick. Then as you cruise past the celebrated Las Vegas Strip, give yourself one a last look at this urban jungle. Now get ready to discover the rugged terrains of the Valley of Fire, Zion National Park, Antelope Canyon, Mt. Charleston, the Red Rock Canyon, the mysterious Area 51, the Mojave Desert, and the Hoover Dam. And if that's not enough you can even avail of rental packages that allow you to go as far Salt Lake City or Vancouver, Canada. Now, "ride child ride." That's just how it's going to be on a motorcycle rental in Las Vegas.

And do you know what could really make that road experience a bona fide one of its kind? Going out in style on a heavyweight ride. And what better way to live this out loud than torquing up on a Harley rental down the Las Vegas road. Now, that would just look good with the black leather you're suited up with now, wouldn't it? Harley rentals in Vegas offer most of the 2008 motorcycles from each model family. All bikes are equipped with windshields, crash & sissy bars and saddle bags. Rentals even include 24- hour assistance. So you can be assured that while your having the time of your life, someone's out there looking out for your safety 24/7.

Now you know. So the next time you're in Las Vegas, you don't go just for the gambling and all that adult entertainment alone. By then, you gotta go there for the rides, too. "Ride on," the Las Vegas terrain says. So, what's it going to be?

2010 JE Design Volkswagen Polo

Once again, JE DESIGN confirms that they are one of the fastest tuners. The experts from Leingarten in Germany already developed their own programme for the new VW Polo.

Customers seeking to have a more individual, dynamic look will inevitably choose the suitable body kit by JE DESIGN. The company delivers its components in the usual OEM-quality. That means that the material is made of high-quality ABS. As all components are CNC-milled, perfect fit is guaranteed. The kit for 1528 Euro including VAT includes the front spoiler with central spoiler sword in carbon look which already renders real verve when it is still parked.

The "fierce look" comes from the headlight blends and the powerful profile is enhanced with the side skirts. The rear skirt lip in carbon look is perfectly adjusted to the other parts and completes the aerodynamics kit. The rear skirt lip embraces the stainless steel double pipe of the sports muffler at the centre while the latter renders the appropriate sound to the latest appearance (599 Euro).A main attraction is the LED daytime running light which is fitted to the vehicle front via an air inlet blend (entire set for 399 Euro). This registration-free LED daytime running light has two functions: when the dipped head lights are on, the LEDs are dimmed into parking light mode (position light). This renders a special night-look. When the dipped head light mode is off, the LEDs sparkle brighter in the daytime light mode and therefore improve the traffic safety.

The lowering springs are made for combination with the original shock absorbers (149 Euro). They lower the new polo by 35 millimetres and therefore bring more drive dynamic agility. Also the overall look is enhanced by this measure, as the little VW now seems significantly lower and looks far more daring. Customers seeking an even sportier look can opt for the KW coilover suspension made of stainless steel which can lower the car up to 65 millimetres (929 Euro).

Upgrading the wheels is elementary in automobile tuning. For its Polo programme, JE DESIGN offers the sporty-elegant wheel design "Multispoke" which consists of entire wheel sets. JE DESIGN offers them in either 7x17 inches ET 35 or 7.5x18 inches ET 35 with tyres measuring 215/40 R17 or 215/35 R18. Moreover, the customer can choose between the finishes "shadow silver" (in 17 inches altogether for 1809 Euro, in 18 inches for 1929 Euro) or "black matt/silver rim bead" (in 17 inches for 2260 Euro, in 18 inches for 2380 Euro). Also, an individual finish is available, e.g. in black matt with a bead in the car colour (see pictures). JE DESIGN will disclose the individual prices on demand.

In contrast to the extremely dynamic outer look of the car, the interior is especially luxurious. The leather equipment Elegance (1599 Euro) turns the cockpit into a noble travel centre. Also the steering wheel (399 Euro), the gear shift skirt and the hand break cuff (together for 179 Euro) are lined with finest leather. The colour of the leather and the seam can be chosen freely and therefore individually selected - as seen on the photographs, also ultra-suede is available in various types. Special seam stitches, as e.g. "Diamond Cut" (see images) perfect the interior - even without any surcharge. JE DESIGN offers even more individuality with embroidering a logo according to customer preference into the backrests of the front seats (79 Euro).

For even more comfort, there is a two-stage seat heating (379 Euro), electrically adjustable lordosis support for back-friendly travels (319 Euro) or the massage system in the seats (429 Euro) where the driver can indulge into a silent massage offering twelve programmes and six massage hubs.

And if there is a demand for enhancing the performance, JE DESIGN can help soon. Performance enhancements for all Diesel- and TSI-engines are already in development.

All parts are suitable for the practical five-door Polo, but also for the sporty three-door model. Of course, JE DESIGN delivers all components with a general operating licence or a component part certificate by the Technical Control Board (TÃœV).

For more information about the extensive programme by JE DESIGN, please visit www.je-design.de.

Sunday, August 15, 2010

The Beginnings Of The Chevrolet Camaro

The Chevrolet Camaro first hit the market in the USA during 1966. General Motors, Chevrolet's owners, had to produce a car to provide essential competition to the market dominating Ford Mustang. The 1967 Camaro used a frame and lots of large components from the Pontiac Firebird (another General Motors off-shoot), and so the time required and finances required to produce the Camaro were massively reduced.Called a a muscle car, or a 'Pony' car, a word that at the time referred to small vehicles that were both affordable and had a stylish feel about their looks (a style started by the Ford Mustang in 1964), the car lined up alongside an ever growing number of vehicles that were fighting for an ever growing market. American owners loved the performance, the look and the great value of such cars and the multiplying sales guaranteed that plenty of manufacturers made their own variations out as quickly they could.

The 1970's and 80's were the car's heyday, when the Camaro was desired by millions of buyers, not just in North America but throughout the world. The mix of style, performance and various TV shows using muscle cars added to a massive demand, and the desire for many to own one never disappeared.

So far there have been five distinct generations of the Camaro have been sold. Generations one to four were sold between 1966 and 2002 (when development of the Camaro and Firebird both ceased), and building of the fifth generation Camaro started again in 2009 and despite opposition to these polluting big engined cars from campaigners, the Camaro has proven to once again be a big success with the North American public.

The Camaro was sometimes available in a hardtop coupe and a convertible, the convertible was very popular among owners from sea bordering states who loved the thought of driving along the beach side roads with the roof down, the stereo up and the sunglasses on. The car has a large group of fans with many buyers having owned every generation of the car at one time or another and even more hanging on to original 1960's models and maintaining them in pristine condition.

The car was always a favourite car for modification through the years, with owners spending weeks and months and lots of cash adding aftermarket parts to improve their Camaro's style and performance. Camaro's have also been very strong in car racing taking many Trans-Am series wins and any number of other races and titles through its lifetime. Plenty of motor racing enthusiasts still use old generation Camaro's today and are still successful, winning against much more modern race cars.

The Camaro is still going strong today, and with its legendary status, power and great style from the latest incarnation, it's bound to be around for a long time to come.

2010 Marussia B1

The first Russian sports car MARUSSIA was engineered on the basis of a new special chassis, created by Russian engineers. It is a fast sports car with wonderful aerodynamic characteristics.

The main requirement for the production is the use of the high-tech materials and components. Ideologists of the project Nikolay Fomenko and Yefim Ostrovsky believe that innovations and reliability are the key factors of the production under MARUSSIA trademark. Among the main car characteristics one can see a unique design of the vehicle exterior, which can be chosen in person; high operating performance; comfortable city driving.

Uniqueness of the concept is that of several completely different in design and colour vehicle bodies can fit sole chassis. Together with the outside appearance, the interior design may be changed also to match colour and shape of the body. Finally, in spite of all changes the character and driving facilities of the car will remain unchanged. So, off-the-shelf product becomes an exclusive car, which has no analogues in the world.The first automobile Marussia is equipped with a 3.5 litre petrol engine providing 240bhp. Along with several kinds of outside appearance, the expansion of production range and creation of vehicles of other classes is planned: in particular, more popular among customers, five seats four-wheel drive SUV. A racing version of the car, which is being developed now, will be engineered with respect to contemporary auto racing technologies. At present MARUSSIA is a mid-engined vehicle, but the working on a front- and rear-engined versions of chassis has been already started.

The interior of the MARUSSIA vehicle is a product of Italian and Russian designers' teamwork. The interior of the car is a harmonious extension to the swift beauty and completeness of the car's exterior, being a perfect match to the colour and shape of the body. The interior decorations have been chosen carefully according to the principles of ecological compatibility and comfort to satisfy the requirements of the most sophisticated customers.

The main part of the interior is made of expensive durable material - leather, that goes together with the modern and convenient surface of plastic elements and SOFT TOUCH gear sticks. Another material used in the interior is high-tech textile with 3D plaiting. The unique designer solution is the M-shaped instrumental panel that goes well with the outline of the body and reminds of the MARUSSIA logo's contours.

The interior design unites elite style and classical comfort with sports and high technology. The concept of the MARUSSIA's design is reflected by the integration of classical leather upholstery and innovative multimedia technology including LCD monitors.

Saturday, August 14, 2010

Ducati Motorcycle Keys

Is the Red Key Important?

One of the leading Italian motorcycle manufacturers, Ducati was taken over by Texas Pacific Group of Fort Worth, Texas in 1996 and since then there has been an improvement in the technology, efficiency and fine tuned production. Buying a Ducati motorcycle is one of the best purchases you can make. They are quality, dependable means of transportation that gives your freedom back to you.

When you purchase one of the Ducati Motorcycles, you want to be able to operate your bike any way you want to. There are three separate keys that you should get with your bike. One key, the red key, is one that you will need if you are going to make any adjustments to your bike for any reason. If you don't plan to change or adjust anything on your bike then the black keys will be all you need.

If you are purchasing your bike new or used, you want to make sure that you have a red key however, if a red key is not available don't assume that the bike is stolen. There are a lot of things that get in the way of keeping up with the key. It does get lost on occasion. Unfortunately, the OEM Ducati key cannot be reproduced once it is lost, stolen, or destroyed. In order to use the red key again, you will need to purchase an entirely new electronic system.

When you buy your bike from a private seller, make sure that the seller has three keys to give you- two black keys and one red key. The red key, or code key, will be the only way that you can reprogram a replacement to operate the immobilizer circuitry, which is electronic. If you have lost the red key or it needs to be replaced for any reason you will end up paying almost $3,000. This can be too much to spend on something that you didn't have anything to do with to begin with.

You don't need the red key unless you need to reprogram any of the electronics on the bike. If this is the case then you will need your red key. However, if you don't have it you can always buy new electronic devices including a new ignition and ECU, which will give you a new set of keys. Chicago locksmiths have highly sophisticated equipment that can read the code on the black keys to make duplicated and cut reprogrammed Immobilizer keys.

A Chicago locksmith is able to reproduce a new Ducati key and it can read the code. The original red key is the only key that can do everything to the bike. The black key may be easier for you to access. If you have a black key you will need to have a blank Silca KW17T5 transponder key so the locksmith can clone the key using Ilco/Silca - RW2 or RW3, Jet-Smart clone, Strattec - Quick code, or Bianchi - Repli-code. Most good locksmiths in Chicago can help you replicate or cut a spare Ducati motorcycle key.

If the Ducati motorcycle key breaks off inside the ignition you will need to remove the key otherwise your bike will stay locked. Take it to an experienced locksmith as it only takes two small tools. They usually extract broken keys by using hi end tools. A small probe tool is used that will hold up the part of the key that is blocking it and usually the locksmith uses hi-end extractor that will bring the key out.

Contact Chicago locksmith if you want to replace the keys or you may need to buy a complete electronic system in order to have a red key. It is cheaper and faster to get the job done by a locksmith than get the electronic set replaced by the company.

You can rely on Omega Locksmith in Chicago to provide fast, inexpensive, and convenient locksmith services. From transponder keys, duplication, security, or an emergency locksmith, Omega Locksmith can assist you.

Friday, August 13, 2010

Honda CBF 125 2010

In 2009, the family road sport-touring “low cost” Honda has expanded downwards with the introduction of engine capacity 125 cc. For 2010 the practical and efficient “hondina” is proposed in color “Black”Maintaining all the prerogatives techniques that make it a very easy bike to ride, reasonably bright, but also very economical to maintain.

The engine is a single cylinder 4-stroke Capable of 11.3 cc 124.7 bhp at 8,000 rpm and 11.2 Nm of torque at 8,250 rpm. Power comes with electronic injection, the distribution 2-valve with single overhead camshaft and air cooling. This is a ultracollaudato engine and electronic injection in this configuration maximizes the economy of operation and reduction of consumption, that even 56.7 kilometers per liter to the standards WMTC.
The chassis is simple and solid, with steel frame and swingarmTwo rear shock absorbers adjustable for preload and 30 mm telescopic fork. The wheels are 17 inch tires fit 80/100 front and 100/90 at the rear. Appropriate to type of motorcycle brakes, the system indeed provides a 240 mm disc front with two-piston caliper and a drum of 130 mm on the rear wheel.

Compact size, the distance is in fact of just 1,270 mm, however, not affected the habitability because the length is 1955 mm and the saddle is placed at 792 mm ground. Also contained the weight of only 128 kg in running order.The style is modern, with front lights with parabolic complex surfaces, enveloping half fairing with windshield features Tinted Plexiglas, Large mirrors, saddle into two portions and handles for the passenger broad and practical challenge. The wheels are 6-spoke light alloy exhaust system is low on the right side protected by a chrome plate against sunburn,

The Honda CBF125 is also inviting price, Equal to 2,300 Euro F.C. .

Orange McLaren F1



The McLaren F1 is a sports car designed and manufactured by Gordon Murray and McLaren Automotive. On March 31, 1998, it set the record for the fastest production car in the world, 240 mph (391 km/h). As of April 2009, the McLaren F1 is succeeded by three faster cars in sheer top speed, but is still the fastest naturally aspirated production car.

The car features numerous proprietary designs and technologies. It is lighter and has a more streamlined structure than even most of its modern rivals and competitors despite having one seat more than most similar sports cars, with the driver’s seat located in the middle. It features a powerful engine and is somewhat track oriented, but not to the degree that it compromises everyday usability and comfort. It was conceived as an exercise in creating what its designers hoped would be considered the ultimate road car. Despite not having been designed as a track machine, a modified race car edition of the vehicle won several races, including the 24 Hours of Le Mans in 1995, where it faced purpose-built prototype race cars. Production began in 1992 and ended in 1998. In all, 106 cars were manufactured, with some variations in the design.Chief engineer Gordon Murray’s design concept was a common one among designers of high-performance cars: low weight and high power. This was achieved through use of high-tech and expensive materials like carbon fibre, titanium, gold, magnesium and kevlar. The McLaren F1 was the first production car to use a carbon-fibre monocoque chassis.

The idea was first conceived when Murray was waiting for a flight home from the fateful Italian Grand Prix in 1988; Murray drew a sketch of a three seater sports car and proposed it to Ron Dennis, pitched as the idea of creating the ultimate road car, a concept that would be heavily influenced by the Formula One experience and technology of the company and thus reflect that skill and knowledge through the McLaren F1.

Quote from Gordon (translated from original Japanese article): “During this time, we were able to visit with Ayrton Senna (the late F1 Champion) and Honda’s Tochigi Research Center. The visit related to the fact that at the time, McLaren’s F1 Grand Prix cars were using Honda engines. Although it’s true I had thought it would have been better to put a larger engine, the moment I drove the Honda NSX, all the benchmark cars—Ferrari, Porsche, Lamborghini—I had been using as references in the development of my car vanished from my mind. Of course the car we would create, the McLaren F1, needed to be faster than the NSX, but the NSX’s ride quality and handling would become our new design target. Being a fan of Honda engines, I later went to Honda’s Tochigi Research Center on two occasions and requested that they consider building for the McLaren F1 a 4.5 liter V10 or V12. I asked, I tried to persuade them, but in the end could not convince them to do it, and the McLaren F1 ended up equipped with a BMW engine.”
Later, a pair of Ultima MK3 kit cars, chassis numbers 12 and 13, “Albert” and “Edward”, the last two MK3s, were used as “mules” to test various components and concepts before the first cars were built. Number 12 was used to test the gearbox with a 7.4 litre Chevrolet V8 to mimic the torque of the BMW V12, plus various other components like the seats and the brakes. Number 13 was the test of the V12, plus exhaust and cooling system. When McLaren was done with the cars they destroyed both of them to keep away the specialist magazines and because they did not want the car to be associated with “kit cars”.

The car was first unveiled at a launch show, 28 May 1991, at The Sporting Club in Monaco. The production version remained the same as the original prototype (XP1) except for the wing mirror which, on the XP1, was mounted at the top of the A-pillar. This car was deemed not road legal as it had no indicators at the front; McLaren was forced to make changes on the car as a result (some cars, including Ralph Lauren’s, were sent back to McLaren and fitted with the prototype mirrors). The original wing mirrors also incorporated a pair of indicators which other car manufacturers would adopt several years later.

The car’s safety levels were first proved when during a testing in Namibia in April 1993, a test driver wearing just shorts and t-shirt hit a rock and rolled the first prototype car several times. The driver managed to escape unscathed. Later in the year, the second prototype (XP2) was especially built for crashtesting and passed with the front wheel arch untouched.

Engine

Gordon Murray insisted that the engine for this car be naturally aspirated to increase reliability and driver control. Turbochargers and superchargers increase power but they increase complexity and can decrease reliability as well as introducing an additional aspect of latency and loss of feedback, the ability of the driver to maintain maximum control of the engine is thus decreased. Murray initially approached Honda for an NA powerplant with 550 bhp (410 kW; 560 PS), 600 mm (23.6 in) block length and a total weight of 250 kg (551 lb), it should be derived from the Formula One powerplant in the then-dominating McLaren/Honda cars.

When Honda refused, Isuzu, then planning an entry into Formula One, had a 3.5 V12 engine being tested in a Lotus chassis. The company was very interested in having the engine fitted into the McLaren F1. However, the designers wanted an engine with a proven design and a racing pedigree.

In the end BMW took an interest, and the motorsport division BMW M headed by engine expert Paul Rosche designed and built Murray a custom-designed 6.1 L (6064 cc) 60-degree V12 engine, which was 14% more powerful than specified and 16 kg (35 lb) heavier – despite being based on the original specifications of 550 bhp (410 kW; 560 PS), 600 mm (23.6 in) block length and total weight of 250 kilograms (550 lb).
The final result is a custom-built 6.1 L (6064 cc) 60-degree V12 with an aluminium alloy block and head, 86 mm (3.4 in) x 87 mm (3.4 in) bore/stroke, quad overhead camshafts for maximum flexibility of control over the four valves per cylinder and a chain drive for the camshafts for maximum reliability, the engine is dry sump. At 266 kg (586 lb), the resulting engine was slightly heavier than Murray’s original maximum specification weight of 250 kg (551 lb) but was also considerably more powerful than he had specified. The bespoke engineered engine for the McLaren F1 is called the BMW S70/2.

The carbon fibre body panels and monocoque required significant heat insulation in the engine compartment, so Murray’s solution was to line the engine bay with a highly efficient heat-reflector: gold foil. Approximately 25 g (0.8 ounce) of gold was used in each car.

The road version used a compression ratio of 11:1 to produce 627 hp (468 kW; 636 PS) at 7400 rpm—considerably more than Murray’s specification of 550 horsepower (404 kW). Torque output of 480 ft·lb (651 N·m) at 5600 rpm. The engine has a redline rev limiter set at 7500 rpm.

In contrast to raw engine power, a car’s power-to-weight ratio is a better method of quantifying acceleration performance than the peak output of the vehicle’s powerplant. The standard McLaren F1 achieves 550 hp/ton (403 kW/tonne), or just 3.6 lb/hp. Compare with the Ferrari Enzo at 434 hp/ton (314 kW/tonne) (4.6 lb/hp), the Bugatti Veyron at 530.2 hp/ton (395 kW/tonne) (4.1 lb/hp), and the SSC Ultimate Aero TT with an alleged 1003 hp/ton (747.9 kW/tonne) (2 lb/hp).

The cam carriers, covers, oil sump, dry sump, and housings for the camshaft control are made of magnesium castings. The intake control features twelve individual butterfly valves and the exhaust system has four Inconel catalysts with individual Lambda-Sond controls. The camshafts are continuously variable for increased performance, using a system very closely based on BMW’s VANOS variable timing system for the BMW M3; it is a hydraulically-actuated phasing mechanism which retards the inlet cam relative to the exhaust cam at low revs, which reduces the valve overlap and provides for increased idle stability and increased low-speed torque. At higher RPM the valve overlap is increased by computer control to 42 degrees (compare 25 degrees on the M3) for increased airflow into the cylinders and thus increased performance.

To allow the fuel to atomise fully the engine uses two Lucas injectors per cylinder, with the first injector located close to the inlet valve – operating at low engine RPM – while the second is located higher up the inlet tract – operating at higher RPM. The dynamic transition between the two devices is controlled by the engine computer.

Each cylinder has its own miniature ignition coil. The closed-loop fuel injection is sequential. The engine has no knock sensor as the predicted combustion conditions would not cause this to be a problem. The pistons are forged in aluminium.

Every cylinder bore has a nikasil coating giving it a high degree of wear resistance.

From 1998 to 2000, the Le Mans-winning BMW V12 LMR sports car used a similar S70/2 engine.

The engine was given a short development time, causing the BMW design team to use only trusted technology from prior design and implementation experience. The engine does not use titanium valves or connecting rods. Variable intake geometry was considered but rejected on grounds of unnecessary complication.

As for fuel consumption, the engine uses on average 15.2 mpg, at worst 9.3 mpg and at best 23.4 mpg.

Chassis and body

The McLaren F1 was the first production road car to use a complete carbon fiber reinforced plastic (CFRP) monocoque chassis structure. Aluminium and magnesium was used for attachment points for the suspension system, inserted directly into the CFRP.

The car features a central driving position – the driver’s seat is located in the middle, ahead of the fuel tank and ahead of the engine, with a passenger seat slightly behind and on either side. The doors on the vehicle move up and out when opened, and are thus of the type butterfly doors.

The engine produces high temperatures under full application and thus cause a high temperature variation in the engine bay from no operation to normal and full operation. CFRP becomes mechanically stressed over time from high heat transfer effects and thus the engine bay was decided to not be constructed from CFRP.

Aerodynamics

The overall drag coefficient on the standard McLaren F1 is 0.32, compared with 0.36 for the faster Bugatti Veyron, and 0.357 for the current holder of the fastest car world record (as of 2008) – the SSC Ultimate Aero TT (in terms of top speed). The vehicle’s frontal area is 1.79 square meters and the total Cx is 0.57. Due to the fact that the machine features active aerodynamics these are the figures presented in the most streamlined configuration.

The normal McLaren F1 features no wings to produce downforce (compare the LM and GTR editions), however the overall design of the underbody of the McLaren F1 in addition to a rear diffuser exploits ground effect to improve downforce which is increased through the use of two electric fans to further decrease the pressure under the car. A “high downforce mode” can be turned on and off by the driver. At the top of the vehicle there is an air intake to direct high pressure air to the engine with a low pressure exit point at the top of the very rear. Under each door is a small air intake to provide cooling for the oil tank and some of the electronics. The airflow created by the electric fans not only increase downforce, but the airflow that is created is further exploited through design, by being directed through the engine bay to provide additional cooling for the engine and the ECU. At the front, there are ducts assisted by an electric suction fan for cooling of the front brakes.

There is a small rear spoiler on the tail of the vehicle, which is dynamic, the device will adjust dynamically and automatically attempt to balance the center of gravity of the car under braking – which will be shifted forward when the brakes are applied. Upon activation of the spoiler a high pressure zone is obviously created in front of the flap, this high pressure zone is exploited—two air intakes are revealed upon application that will allow the high pressure airflow to enter ducts that route air to aid in cooling the rear brakes. The spoiler increases the overall drag coefficient from 0.32 to 0.39 and is activated at speeds equal to or above 40 mph (64 km/h) by brake line pressure.

Suspension

Steve Randle who was the car’s dynamicist was appointed responsible for the design of the suspension system of the McLaren F1 machine. It was decided that the ride should be comfortable yet performance oriented, however not as stiff and low as that of a true track machine, as that would imply reduction in practical use and comfort as well as increasing noise and vibration, which would be a contradictory design choice in relation to the former set premise – the goal of creating the ultimate road car.

From scratch the design of the McLaren F1 vehicle had strong focus on centering the mass of the car as near the middle as possible by extensive manipulation of placement of i.a. the engine, fuel and driver, allowing for a low polar moment of inertia in yaw. The McLaren F1 has 42% of its weight at the front and 58% at the rear, this figure changes less than 1% with the fuel load.

The distance between the mass centroid of the car and the suspension roll centre were designed to be the same front and rear to avoid unwanted weight transfer effects. Computer controlled dynamic suspension were considered but not applied due to the inherent increase in weight, increased complexity and loss of predictability of the vehicle.

Damper and spring specifications: 90 mm (3.5 in) bump, 80 mm (3.1 in) rebound with bounce frequency at 1.43 Hz at front and 1.80 Hz at the rear, despite being sports oriented these figures imply the rather soft ride and will inherently decrease track performance, but again, the McLaren F1 is not in concept nor implementation a track machine. As can be seen from the McLaren F1 LM, McLaren F1 GTR et al., the track performance potential is much higher than that in the stock McLaren F1 due to fact that car should be comfortable and usable in everyday conditions.

The suspension is a double wishbone system with an interesting design, i.a. that longitudinal wheel compliance is included without loss of wheel control, which allows the wheel to travel backwards when it hits a bump – increasing the comfort of the ride.

Castor wind-off at the front during braking is handled by McLaren’s proprietary Ground Plane Shear Centre – the wishbones on either side in the subframe are fixed in rigid plane bearings and connected to the body by four independent bushes which are 25 times more stiff radially than axially. This solution provides for a castor wind-off measured to 1.02 degrees per G of braking deceleration. Compare the Honda NSX at 2.91 degrees per G, the Porsche 928 S at 3.60 degrees per G and the Jaguar XJ6 at 4.30 degrees per G respectively. The difference in toe and camber values are also of very small under lateral force application. Inclined Shear Axis is used at the rear of the machine provides measurements of 0.04 degrees per G of change in toe-in under braking and 0.08 degrees per G of toe-out under traction.

When developing the suspension system the facility of electro-hydraulic kinematics and compliance at Anthony Best Dynamics was employed to measure the performance of the suspension on a Jaguar XL16, a Porsche 928S and a Honda NSX to use as references.

Steering knuckles and the top wishbone/bell crank are also specially manufactured in an aluminium alloy. The wishbones are machined from a solid aluminium alloy with CNC machines.

Tyres

The McLaren F1 uses 235/45ZR17 front tyres and 315/45ZR17 rear tyres. These are specially designed and developed solely for the McLaren F1 by Goodyear and Michelin. The tyres are mounted on 17×9 inches and 17×11.5 inches cast magnesium wheels, protected by a tough protective paint. The five-spoke wheels are secured with magnesium retention pins.

The turning circle from curb to curb is 13 m (42.7 ft), allowing the driver two turns from lock to lock.

Brakes

The McLaren F1 features unassisted, vented and crossdrilled brake discs made by Brembo. Front size is 332 mm (13.1 in) and at the rear 305 mm (12.0 in). The calipers are all four-pot, opposed piston types, and are made of aluminium. The rear brake calipers do not feature any handbrake functionality, however there is a mechanically actuated, fist-type caliper which is computer controlled and thus serves as a handbrake.

To increase caliper stiffness the calipers are machined from one single solid piece (in contrast to the more common being bolted together from two halves). Pedal travel is slightly over one inch. Activation of the rear spoiler will allow the air pressure generated at the back of the vehicle to force air into the cooling ducts located at either end of the spoiler which become uncovered upon application of it.

Servo assisted ABS brakes were ruled out as they would imply increased mass, complexity and reduced brake feel; however at the cost of increasing the required skill of the driver.

Gordon Murray attempted to utilize carbon brakes for the McLaren F1, but found the technology not mature enough at the time; with one of the major culprits being that of a proportional relationship between brake disc temperature and friction—i.e. stopping power—thus resulting in relatively poor brake performance without an initial warm-up of the brakes prior to use. As carbon brakes have a more simplified application envelope in pure racing environments this allows for the racing edition of the machine, the McLaren F1 GTR, to feature ceramic carbon brakes.

Gearbox and miscellaneous

The standard McLaren F1 has a transverse 6-speed manual gearbox with an AP carbon triple-plate clutch contained in an aluminium housing. The second generation GTR edition has a magnesium housing. Both the standard edition and the ‘McLaren F1 LM’ have the following gear ratios: 3.23:1, 2.19:1, 1.71:1, 1.39:1, 1.16:1, 0.93:1, with a final drive of 2.37:1, the final gear is offset from the side of the clutch. The gearbox is proprietary and was developed by Weismann. The Torsen LSD (Limited Slip Differential) has a 40% lock.

The McLaren F1 has an aluminium flywheel that has only the dimensions and mass absolutely needed to allow the torque from the engine to be transmitted. This is done in order to decrease rotational inertia and increase responsiveness of the system, resulting in faster gear changes and better throttle feedback. This is possible due to the McLaren F1 engine lacking secondary vibrational couples and featuring a torsional vibration damper by BMW.

Interior and equipment

Standard car stereo reviews equipment on the stock McLaren F1 includes full cabin air conditioning, a rarity on most sports cars and a system design which Murray again credited to the Honda NSX, a car he had owned and driven himself for 7 years without, according to the official McLaren F1 website, ever needing to change the AC automatic setting. Further comfort features included SeKurit electric defrost/demist windscreen and side glass, electric window lifts, remote central locking, Kenwood 10-disc CD stereo system, car stereo reviews, cabin access release for opening panels, cabin storage department, four lamp high performance headlight system, rear fog and reversing lights, courtesy lights in all compartments, map reading lights and a gold-plated Facom titanium tool kit and first aid kit (both stored in the car). In addition tailored, proprietary luggage bags specially designed to fit the vehicle’s carpeted storage compartments, including a tailored golf bag, were standard equipment. Airbags are not present in the car.

All features of the McLaren F1 were according to Gordon Murray obsessed over, which included the interior. The metal plates fitted to improve aesthetics of the cockpit are claimed to be 20/1000s of an inch thick to save weight. The driver’s seat of the McLaren F1 is custom fitted to the specifications desired by the customer for optimal fit and comfort; the seats are hand made from CFRP and covered in light Connolly leather. By design the F1 steering column can not be adjusted, however prior to production each customer specifies the exact preferred position of the steering wheel and thus the steering column is tailored by default to those owner settings; the same holds true for the pedals, which are not adjustable after the car has left the factory, but like the steering column the pedals are also tailored to each specific customer.

During its pre-production stage, McLaren commissioned Kenwood to create a lightweight car audio system for the car; Kenwood, between 1992 and 1998 used the McLaren F1 to promote its products in print advertisements, calendars and brochure covers. Each car audio system was especially designed to tailor to an individual’s listening taste, however radio was omitted because Murray never listened to the radio.

Every standard McLaren F1 also has a modem which allows customer care to remotely fetch information from the ECU of the car in order to help aid in the event of a failure of the vehicle.

Purchase and maintenance

Only 106 cars were manufactured, 64 of which were the standard street version (F1), 5 were LMs (tuned versions), 3 were longtail roadcars (GT), 5 prototypes (XP), 28 racecars (GTR), and 1 LM prototype (XP LM). Production began in 1992 and ended in 1998. At the time of production one machine took around 3.5 months to make.

Up until 1998, when McLaren produced and sold the standard McLaren F1 models, they had a price tag of around 970 000 USD. The cars can sell for up to nearly twice that of the original price, due to the performance and exclusivity of the machine. They are expected to further increase in value over time.

Although production stopped in 1998, McLaren still maintains an extensive support and service network for the McLaren F1. There are eight authorized service centers throughout the world, and McLaren will on occasion fly a specialized technician to the owner of the car or the service center. All of the technicians have undergone dedicated training in service of the McLaren F1. In cases where major structural damage has occurred, the car can be returned to McLaren directly for repair.

On October 29 2008, an McLaren F1 road car (chassis number 065) was sold at an RM Automobiles of London auction for £2,530,000 (~US$4,100,000). This was the car from the McLaren showroom on Park Lane, London. With only 484 kilometers on its odometer, this pristine example set a world record for the highest price ever paid for an McLaren F1 road car.
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