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Monday, April 27, 2009

Luxury Cars over the Horizon





To engineer a luxury car of the future, today's designers must first conceive of what luxury will mean in the year 2030. Will it just be about the car's curb appeal? Will drivers -- and passengers -- expect not only to be comfortable in their luxury cars but also pampered? If so, then perhaps future luxury will be delivered through tranquility, speed and control.
Tranquility certainly appears to be on the minds of Barcelona , Spain-based car designers Ficosa International. In 2005, Ficosa re-imagined a car's interior in the Senzai. The designers took their cues from nature, including elements like water and wood and even integrating the perception of wind within the car's cabin. Their ideas were based around Japanies Zen Gardens.
An illuminated stream, enclosed in glass, falls from the top of the Senzai's dashboard to the rear floorboards, separating the driver from the passenger. On either side of the stream, the floor consists of Japanese-inspired sand gardens, which extend a warm glow to the interior cabin .Raked sand lends a windswept impression to the interior.






Those of us who expect to shell out $320,000 for a luxury car by 2030 should keep an eye on Keio University in Japan. That was the going rate for the Eliica, an 8-wheel Eletric Car designed by Keio engineers when it debuted as a prototype in 2005 ,Each of the Eliica's wheels has its own 100-horsepower electric motor, making the car capable of high speeds and smooth handling .In fact, although the Eliica lacks an engine and trasmission , the electric motors driving the car can produce speeds of up to 230 miles per hour .
Ultimately, the idea of luxury comes down to the car buyer's ability to get exactly what he or she wants. Automaker BMW is looking to have that market cornered with its GINA (Geometry and Functions in 'N' Adaptations) concept car. This luxury convertible concept car only loosely resembles an automobile. It has an engine (and a high-powered one at that), wheels, steering and the like. But it's also a vast departure from traditional sports cars. The exterior is made from a sleek, durable fabric that covers a lightweight aluminum frame. This fabric is water-resistant and also resists cold and heat, so to the car's occupants, it feels like driving in a car with a traditional composite or metal body.
But the fabric allows for the GINA's most interesting feature: the ability to reconfigure the car's body. So, for example, if the driver wants the spoiler up, he or she simply presses a button and the spoiler swells beneath the car's fabric skin.
Even with concept cars that have been prototyped and put on display, the future of luxury still remains decidedly difficult to pin down. But if any of the ideas being batted around the automotive design industry today make it into production, you may want to start saving up for your 2030 luxury car right now.
For more information on auto technology and other related topics, visit the next page

Friday, April 17, 2009

SOLAR CAR

SOLAR WING is designed like the airfoil section on an aeroplane wing to give a pleasing shape and striking look.






Solar Wing - project team members


Dimensions: total length 6m x 1.9m total height x 1.05m which

Weight: body 128kg - battery 72kg (1.95kw/h) - total 200kg

Solar Cells: Polycrystaline type, Kyocera PSF50H-361 giving 798.84W

Motor: DC brush less DR086S /3.5Kw

Batteries: YUASA lead-acid pack which operates @ 108V with a capacity of 1.957kw/h.





Solar Wing - canopy open



BELTA DESIGN-DDS


The team wanted to make a contribution to solving the energy problem for transport while being considerate to the environment and providing general engineering interest to the participating students. The hope is that in adult life these students will have good opportunities as a result of their experience and that the interaction between humans and nature will be better understood and integrated as an obligation to the future of the planet



SPONSORS: Many thanks to:-


K-Con.Co.LTD,

SHIKO Co.LTD,

FUKUMITSUYA CO.LTD

JA-Kyosai, TSURUGI Town and KURARAY






Solar Wing - side view

Wednesday, April 8, 2009

Cars of different Size


The Cool pic of Cars of same Colour but Different size

Monday, March 30, 2009

DEVELOPMENT THROUGH COMPETITION


The exotic for the enthusiast whose excitement threshold is off the chart! There's wild, and then there's the carbon fiber Mosler MT900S, the racebred supercar with Enzo-type performance for a fraction of the Enzo's cost! Many exotic sports car manufacturers claim to sell race cars for the street, when in reality they sell fast luxury cars. Make no mistake, the Mosler is the real deal! With numerous prestigious track victories around the world to its credit, at 2,450 lbs driven by a GM aluminum V8 pumping 535 hp through a German-made 6-speed manual, the street version of the Mosler gets down the road in a hurry! Zero to 60 is gone in a mere 3.1 seconds and the quarter mile flies by in 11.0 seconds flat, while cornering on street tires achieves 1.1g.


Please note: All specifications are for 2008 and are estimates until final certification is acheived this year

First SUV Ever





Nowadays SUV’s are very popular all over the world, all major car makes started production of their own all-road luxury cars. The concept behind the SUV is to get comfort of the luxury car but have four wheel drive on big rims so that you can go off the road with the same feeling.

But it seems that in Soviet Russia they had already this ideal car - you can see here a luxury Soviet “Pobeda” (”Victory”) car on the high wheels, and people say it is not a self-made thing but was in production in limited edition at the car factory, so it can be probably not only the first Russian SUV but first SUV ever.

My Gas Guzzlin' Roadhog


I hit the loud pedal, and 400 screaming horses respond instantly. My backside is wrapped in Corinthian leather, and my feet are resting on Wilton carpets. My kids are stretching their legs in the back, glued to matching DVD screens in the headrests. Get out of the way, because a road hog is comin' through.

Audi's opulent S8: flauntin' it with a V-10.

My test car is a ridiculously opulent $94,085 Jaguar XJ Super Sedan, and it gets just 15 miles per gallon on the highway. The XJ looks dated, because it is: the model was launched in 1968, and it has been business as usual ever since.

Survey the product lines of the world's automakers, then look up the fuel economy scores online. Even though the car companies talk green, they're still selling the same old stuff. Even the European ones. Audi, for instance, would be happy to let you drive off in a $93,000 S8 powered by a 450-horsepower V-10 motor and delivering just 13 mpg around town.

California wants automakers to produce more than 58,000 plug-in hybrids to ply state roads by a 2014 deadline. Sounds good, but as the Wall Street Journal reports, these cars will be a "rounding error" when set against the state's nearly 20 million cars and trucks. What's needed is a thorough greening of the auto fleet, and that's likely to happen only very slowly.

The Jaguar XJ Super Sedan: gas guzzling since 1968.

Sure, cars are 98 percent cleaner out of the tailpipe than they were in 1963, but they're still far too big and heavy. When carmakers complain about how hard it is to make their "current product lines" greener, it just shows how they're stuck in the overweight past. We need light and nimble, more Smarts, fewer Hummers.

Lexus LS460






The Lexus LS (Luxury Sedan) has long set a standard for luxury cars. Smooth, quiet, and well-made, the LS set the luxury auto industry on its ear, and forced other automakers to invest far more into their vehicles.



We tested two LS460 models - the outgoing and the incoming. Both had exceptionally low levels of vibration and noise, and were clearly designed with the buyers first and cost-cutters second; both had numerous standard features including illumination of lights, seat belts, and door handles for easier night use, and neither had any rough edges to speak of. The main differences between the two were in the addition of the automated parking, and in the stereo/navigation system.

Since automatic parking has gotten quite a bit of attention in the press, we’ll lead off with that system, which can help with both parallel and parking-lot parking.


To parallel park, the driver cruises about three feet away from the parked cars, then stops, goes into Reverse, presses an icon on the nav screen (which is now showing a feed from the rear video camera), and recenters the wheel as instructed. Then, after verifying or moving the target space (shown as a green rectangle), the driver is instructed to press the brake to stop; and can slowly back in, hands off the wheel. It took us a few tries to get it right, even using the color instruction card, but then we got the hang of it. The problems are the amount of space needed (you have to stay further from the parked cars on the curb than normal, which rules out parallel-parking on some streets, and you need a larger parking space than a good manual parker does), and the time it takes - if you go too fast, and too fast isn't fast at all, the system shuts down and leaves you high and dry. Pressing the gas pedal also knocks it out, as we discovered when trying to test it in a parking lot with a minor slope. The car ran out of steam, and if we tried to help it out, the system shut down.

Parking-lot parking is a bit easier; drive a few feet from the cars already in spaces (it actually doesn't need to see cars already parked, you can use it in a deserted area), stop by the middle of the desired space, turn 45 degrees away, go into reverse, press the nav-screen icon, adjust the green rectangle showing your destination (if needed), center the wheel, and let go of the brake. As with parallel parking, you need to keep the speed down, because if you go too fast - it shuts off and you have to finish manually.

In short, using the automated parking system is a fun gadget to impress your friends and relatives, once you've had some practice with it; and it's sometimes nice in a parking lot or on a deserted street, but it takes far too much time to use in serious traffic, too much space for the nasty sort of parallel parking where you might really want to use it, doesn't work on hills, and, in short, is even more of a toy than it sounds like. That said, it is an option, and you don’t have to buy it. Ideologically, we have no problem with self-parking cars; eventually Lexus will refine the thing and it'll work like a dream, and then we’ll lust after the gadget that lets us slip into that tiny space on 120th Street without bumping into the fore or aft cars and setting off their alarms.


Moving on to more important matters, the LS460 is probably the most refined, quietest car we’ve ever driven, by a good margin, though it is not the most expensive. With speed close to that of an automatic-transmission Corvette, the LS460 never felt jerky or choppy in acceleration, and never showed a rough edge or unwanted vibration. The LS460 was, indeed, so smooth the normally-luxurious ES350 almost seemed rough by comparison; and the BMW 5-series isn't in the same league (but then, it's not really supposed to be).

The LS460 has dignified sporty-luxury-car styling which is perfectly consistent with the sporty luxury car underneath. Under the hood is a 4.6 liter V8 that pushes out 381 horsepower accompanied by gobs of torque, which can maintain a dead-silent, smooth idle at 600 rpm. The engine provides good power right off idle, and revs like a demon, but most of the time it isn't worked particularly hard, because it's pretty hard to use 380 horsepower for more than a few seconds without hitting an obstacle or going well beyond the speed limit. Sixty miles per hour comes up in little over five seconds, territory not long ago reserved for sports cars. Yet, the drivetrain is rarely anything more than completely refined. The engine makes little noise even under full power, and the noise it does make is appropriate to the car - deep and muffled. We were never at a loss for power or acceleration - not once. The air conditioning is strong and quiet, and had no discernible effect on power.

Technologies used in this engine are far-ranging; there are four cams, two per cylinder bank, and both intake and exhaust valves are computer controlled in both timing and lift. The throttle is of course electronically controlled, as in throttle-by-wire, for torque management and to enhance the stability control systems. The old tuner trick of adding a fuel injector to the throttle body for when extra power is needed has been taken a step further, as the little V8 has both the standard sequential fuel injection and port injection, the latter to provide an extra burst of fuel when full thrust is needed without having to make any compromises with injector sizing at low engine speeds.

The V8 is hooked up to a standard automatic transmission, with eight forward gears. The transmission adapts to the driver, so if you switch from a driver with a very aggressive style to one with a very sedate style or vice versa, it can take some time to adapt and figure out the difference (Chrysler automatics have long suffered from the same problem). However, once adapted, it performed flawlessly, guessing gears with clairvoyance, and upshifting or downshifting imperceptibly most of the time. Indeed, it was sometimes hard to realize that this car even had an automatic transmission rather than a CVT, because shifts were so quick and smooth as to be hardly noticeable; one had to listen and feel for them, and even then the engine often didn't give much of a hint. Downshifts came as needed. The one quirk came when shifting into manumatic mode, which Toyota calls sequential shifting; then the system would choose a gear based on speed rather than simply keeping the gear you were already in, which would seem to make more sense.

In addition to the standard setting, Lexus provided power and snow settings. Power tended to prefer lower gears, as one might expect, and was a bit reluctant to upshift; we didn't use it except to experiment, because it didn't seem to be as smooth and seemed to waste fuel with little benefit, given how quickly the transmission downshifted. The snow setting starts out in second and seems to upshift more readily for better snow traction.

Lexus posts a 0-60 mph time of 5.4 seconds for the LS460 - an incredible number for such a big, quiet sedan, and it is somewhat unlikely that the average driver could achieve it without practice and an ideal setting, but it’s an indication of the sheer power of the engine and speed of the automatic. Muscle lovers might be a bit disappointed, though; the LS is a luxury car, not a muscle car, and the feel of speed is damped down by the smoothness of the powertrain, so that it doesn't feel nearly as fast as it is. That is also praise indeed, for it takes considerable work to make 381 horsepower feel gentle, or for that matter to make an eight-speed automatic invisible.

Long highway trips at normal/fast speeds averaged 25-26 mpg; however, heavy acceleration around town could bring mileage down below 14 mpg. The beauty of the valve timing systems is giving the driver what they want - power or economy. The EPA rated the 2007 LS460 at 19 city, 27 highway.

Braking is excellent, with 235/50R18 V-rated tires providing traction and oversized, ventilated disc brakes clamping down on the rotors at all four wheels; braking is controlled electronically to prevent slip at any wheel, in conjunction with other traction and stability-control systems. An emergency braking system detects unusually fast hits to the brake and slams them on full for a moment, after studies found that most drivers in accidents never hit the brakes all the way (we accidentally activated the system, and it gave a momentary jolt beyond our brake-tapping desires). The spare tire, incidentially, is mounted on a full-sized 18 inch aluminum rim, just like the other tires.

Other safety systems include many airbags - a twin-chamber front passenger airbag, a standard one for the driver, front seat side airbags, knee airbags, and front and rear side curtain airbags. There are also pretensioners with force limiters for the seat belts, front and rear; and a sensor-activated pre-crash system which, among other things, moves the headrests to a better position and pretightens the seat belts. Accident avoidance systems include the usually stability control, antilock brakes, and traction control, taken to higher levels with more sophistication and more monitoring than unusual.

Controls were conventional and familiar, with an oversized speedometer and tachometer flanked by heat and gas gauges. The speedometer went to 160 mph, which, given the aerodynamics and power of the LS460, would be possible, had Lexus not put in a speed limiter which slows the engine at 130 mph! (Lexus claims that the LS460 without the speed limiter would go 170 mph, which is reasonable given its power and aerodynamics.) The tachometer went 1,000 rpm past redline to 8,000 rpm, a bit pointless since the engine is electronically rev-limited (you just can't go beyond redline).


The displays were backlit, complete with a thin gauge outline around the two main dials, in a blueish-white color. Between the gauges as the gear indicator, showing either D or S and the gear (Reverse was shown in amber as a warning); above that was a status indicator, which after a while told us to change the oil (or, in its words, "Oil Maintenance Required"); and below was the odometer/trip computer status display. The upper display was shown in full color when providing the startup display, and normally showed outside temperature and compass heading. When a maintenance item came up (e.g. the need for an oil change, as controlled through the navigation system), an orange triangle appeared along with the service needed.

The cruise control on our test car was the same basic unit used on Toyota Corollas and for that matter Chrysler PT Cruisers, the floating-stalk variety that is easy to learn and operate; however, Toyota’s laser-guided cruise control is also available, letting drivers relax a bit more as the cruise automatically maintains a safe distance from the car in front. We tested this long ago on the Sienna and found it quite handy. The steering wheel itself is tilted or telescoped with a simple four-way switch; it can be set to retract itself when the engine is shut for ease of entry. Numerous other features can be enabled or disabled by a Lexus dealer; a full list of settings is in the owner's manual, in a single convenient table.

The center stack included the usual suspects, namely air, sound, and optional nav system. The climate control was of course digital, and showed the outside temperature along with the settings for driver and passenger; if you order the navigation system, the vents have to be set through that system rather than through physical buttons or knobs, which makes what should be a thoughtless process without any need to see what you're doing into somewhat more of an ordeal, first pressing Climate, then finding and pressing the appropriate control - fan speed or vent selection. The auto button is physical, as is the Off button and temperature controls. Related buttons are front defroster, rear defroster, and "fast filter," which puts the fan on high and routes air through a special filter to quickly change out all air in the car.

The stereo on our test car was controlled by the nav system; the modes were selected by actual buttons, as were seek and disc changing; and there were knobs for tuning and volume. Bass/treble and sound distribution had to be set by pressing Audio, then the virtual Sound button, then pressing virtual buttons on the nav system screen. It's needlessly complicated and awkward. The LS comes with a standard ten-speaker sound system with a digital sound processor, automatic levelizer, and six-disc changer with an auxiliary jack in the center console (next to a power jack) for iPods or other portable devices (as though a Lexus buyer would get a cheap MP3 player!). Our first test car, which came with a navigation system, included a digital sound processor (DSP) that allowed us to optimize the sound for the driver's seat, passenger seat, front seats, rear seats, or the whole car; it made a real difference in the music quality and we sorely missed it in the second car, where the DSP was limited to surround-sound.

One clever feature on our test car was a 30 GB hard-drive based stereo system, similar in operation to the Chrysler MyGIG setup, that provides a built-in iPod type system, allowing about 10,000 minutes of music to be recorded from CDs or DVDs; it records at four times actual speed, on average, and uses Gracenote to find the song titles and artist name (this usually works on commercial CDs and DVDs). The system seemed convenient and easy to operate; indeed, all it took was a single button press to record from a CD or DVD, and it even remembered to finish recording when we turned off the car before it was done. This is easier than the computer-oriented MyGIG system; and those who prefer using their iPods can still attach them via an auxiliary input jack (though control isn't transferred to the main system). Recalling recorded music is also easy, with navigation by artist or album.

The hard drive supplemented the normal six-disc CD/DVD changer, which seemed to operate quicker than most. The Mark Levinson stereo - part of the parking system package! - had excellent sound, especially with the surround feature on, though bass could get a bit boomy with satellite radio. The XM satellite radio system provided a good variety of diverse programming and fewer commercials than FM or AM radio; the Lexus’ system is notable for not dropping out, despite heavy tree coverage, with a single, very brief dropout in our entire 300 mile trip.

The navigation system in our second LS was fully featured with new gadgetry; both had an optional traffic warning system, using XM Satellite Radio (installed in both our vehicles). The traffic warning system was sometimes accurate on our vehicle, but didn't warn us about one accident we went by, and did warn us about two more than turned out not to exist; the system holds promise for the future, but doesn't seem accurate enough to be useful at the moment, except perhaps in certain cities where traffic reports are noted by helicopter. There, monitored roads can be given status lines in green, amber, and red to show how each direction is flowing.

The system provided such niceties as allowing detours at a moment's notice to route around sudden traffic blockages, providing dual-screen mode (so you can see a big version and a small version at once), a touch screen to easily switch between North-up and direction-up modes or to zoom in and out, breadcrumbs, and all the usual features. Distance to the next turn was provided in large, clear type, with a picture of the turn type; and when coming up on an exit, the system showed a picture of a highway with arrows pointing in the right way, usually getting the number of through and exiting lanes right in a feat of detail that suggests unimaginable hours of research. The system was easy to use, allowing selection of business by phone number (not necessarily a very complete list), points of interest by category or name, and direct address entry, being smart enough to select towns by narrowing down to towns with particular street addresses.

Almost forgotten among all the other devices and gadgets and systems is the brake hold feature, which might be handy at times, but was annoying in stop and go traffic. Press a button on the wheel and the green HOLD lamp appears in the instrument panel; then after pressing the brake for a few moments, a yellow HOLD lamp appears next to it, and the car will hold the brakes for you for three minutes, after which it'll set the emergency brake! Tapping the gas releases it.

Behind the gearshift in our test car was the traction control shutoff, and behind that the heated seat control. Unlike many, it used a knob, which allows for quicker settings (and setting the seats without looking at the button), while also providing finer control. The LS460 went beyond the usual heat control and added seat cooling, very welcome in the summer and on long drives, and obtained simply by moving the knob counter-clockwise. The system appeared to work by gently blowing air conditioning through the holes in the leater. A plain venting setting was also provided.

Other controls in the same block were the rear fan shutoff; a button to set the rear seats, which have recline and fore/aft controls, to their base setting, which also lowered the rear headrests for better visibility; and the control for the electric rear sunshade. This sunshade, also available on Toyota cars, is a dandy invention which both reduces heat from the sun and shades rear passengers from direct sunlight; it automatically lowered itself when the transmission was put into Reverse and raised itself back again when going into Drive. Not to be forgotten is that most rare and handy device for those who have kids or carpools, the rear seat heater. It's only fair when the driver can heat or cool his or her seat to let the people in the back warm theirs as well; and rear passengers got the same handy knobs as front passengers. Rear passengers also got both heat and air conditioning vents - large ones to distribute air quickly and efficiently throughout the vehicle. Again, when the driver gets powerful, fast-acting air conditioning, it's only fair to spread the wealth.

The trip computer, controlled from two steering wheel buttons, rotated through gas mileage since reset, range, distance since reset, gas mileage since the last tank fillup, and instant gas mileage, all presented legibly on a high-resolution backlit LCD display.

More pointless displays of technology include the electrically operated emergency brake, which can either be used manually (by pushing a lever back or forth) or automatically - activating when switching into Park and releasing when switching away from Park. The control for that is on the right side of the wheel; on the left side are a number of buttons including the trunk and gas cap release, and the mirror control. Both are worth special mention. The trunk release slowly raises or lowers the trunk, rather than just popping it open or closing it from the last inch or so. The mirror control can be used to automatically have the mirrors fold in when the car is locked. Needless to say, the mirrors also automatically dim - sharing information with the main rear-view mirror - and are heated along with the rear window.

The LS460 now includes a standard keyless ignition system which eliminates the key for a big black key fob. The doors instantly unlock when you touch the door handle, and lock when you press a button that's on every door; the car starts itself when you press the Engine Start button (no need to hold it until the engine catches). If the battery fails, you can open the door using a hidden mechanical key, and start the car by touching the fob against the start button. In a rare failure of ergonomics, there's no shelf or ledge to hold the key in plain sight if you don't happen to have it in your pocket or purse.

On the roof, in front of the unusually large sunroof, was a console with the front dome light, two LED spotlights, the dome light controls (on/off/door-controlled), the sunroof, and Lexus Link, otherwise known as OnStar. The technology is the same, but Lexus uses a different group of people to staff their call center. The system is easy to use and has an emergency call button that uses red lettering to make itself obvious. There was also a sunglass holder in the overhead console; unlike most, it kept the button separate from the drop-down portion, making it easier to use.

Speaking of lights, both front and rear had dome lights and LED-type spot lights; the rear dome lights were activated by the rear door, the front lights by the front door, instead of having both go on at once, in a pointless display of technology. Both rear passengers had pull-down mirrors with their own lights; the driver and front passengers also had sliding mirrors in the sun visors, with lights. It should be mentioned that not only did every switch and button have its own backlight, but seat belts did as well - so you could easily attach them at night - as did the floors and the door handles, a soft, gentle backlight that subtly guided people to the right place. This was clearly a car where ease of use triumphed over build costs.

The driver's seat on our test car had numerous controls, with the base of the seat moving separately from the back; the headrest going up and down electrically; and the usual up-down, fore-aft, and lumbar controls (with a total of 16 adjustments, we’re told). It would have been hard not to find a comfortable, supportive position with all the options we were given; and the seat held us nicely in place around sharp turns. The front passenger had most of the same options other than separate base/back controls, with 12 in total. The driver had three memorized seat settings; rear seats had one memorized seat setting; the passenger front seat, none.


Depending on the model, rear seats can recline to a surprising degree, and move fore and aft; there are two recline controls, one for the full seat back, and the other for just the top third of the seat back. These functions are controlled by buttons in the console between the rear seats, and cannot be disabled from up front, a substantial shortfall for people with children between the ages of four and fourteen. There are a variety of different options for seats, with fixed rear seats available - and, on extended wheelbase models, ottomans as well.

Another lockout problem concerns the rather clever seats on the side of the front passenger seat, designed to allow rear passengers to move the front seat forward if nobody is in it. The problem is that the built-in lockout was not working in our test car; it's supposed to disable the controls if someone is sitting up there, and it did not. Also, speaking of lockouts, the power window lockout not only stopped passengers from raising or lowering windows; it also stopped the driver from doing it, which we've only seen before on Korean cars.

Storage spaces included a small pullout drawer on the left side of the wheel, foldout map pockets in all four doors, and a glove compartment with two shelves, one for the owner's manual and small objects (the owner's manual, incidentally, had over 650 pages, including color pictures showing maintenance procedures and a troubleshooting section, and did not include instructions for the navigation system). The center console/armrest cover lifted up and then slid back; inside was a shallow shelf and then a deep storage area, and the shelf could also slid up and back a little to put larger items into the storage area. The rear seat console also had a covered storage area, with two pushout cupholders. All storage compartments opened easily, with dampened motions, as befits a no-rough-edges luxury sedan.

Visibility was unusually good, with standard high-intensity discharge headlights and auto-levelling foglamps, powerful window defrosters for both front and side windows, and a relatively small blind spot, where designers did not cut costs by putting a blank panel where a window should be (and was). The side mirrors were, as noted earlier, heated and had automatic dimmers; their positions were, along with seat and steering wheel positions, included in the driver memory system. An adaptive front lighting system provided extra illumination around turns without blinding other drivers as the Lincoln system did, while daytime running lights are standard but could be shut off at the dealer (this system sensibly used the amber lights at a high intensity, rather than wasting power and blinding traffic with the high beams). Rain-sensing variable intermittent wipers were also standard, and did a good job of clearing the windshield only when needed, and at an appropriate intensity, going into high gear when the rain came pummeling down.

The interior was bright and airy; our first LS was a rich-looking beige with natural-wood trim, and our second was a more modern, austere brownish light gray with gray-died wood trim. We preferred the first, but we realize there are those who think wood is too old-fashioned, and prefer the high contrast, techno look of the second. Overall, the interior looked quite upscale but not overdone. Lexus was generous with the wood, though we have to wonder why they went through the expense of using real wood for gray panels. The wood and leather steering wheel was standard, unlike some competitors which require a "luxury package" for these amenities. Our particular vehicle did have a heated steering wheel as part of the comfort plus package; the button was clear, but we didn't use it, having tested in summer.


With all the many gadgets, it’s easy to forget the Lexus’ most important features, aside from its remarkable powertrain. First is the sound insulation; the engine is almost too quiet, with practically no indication of running at idle or even at highway speeds, and without much noise at, say, 4,000 rpm, either. The outside world is thickly insulated through heavy window glass; bumps and jars make no noise inside the rarified cabin of the LS460. This car upholds Lexus’ reputation for the relentless pursuit of perfection; even the turn signals are given an artificial noise so drivers will hear them. The stereo has a much easier job than in most cars, without having to fight other noises. Some wind noise and road noise intrude, but not much, and not to an unpleasant degree. Interior switches and motors are also quiet, with windows silently rising up (all fully automatic, with one-touch open and close, and jam controls to prevent injury), and seats quietly moving forward or backward at the touch of a button.

Second, the ride is quite smooth, with nasty, bumpy roads toned down to a high level of civility; the ride is a bit floaty in back, but up front it has just the right mix of road-feel and road-insulation. It’s not hard to envision owners of Cadillacs from the company’s prime getting into this Lexus and feeling some envy. What’s more, there is an optional air suspension that provides a choice of sport and comfort modes, with the sport mode reportedly providing superb cornering. If you don't get the air suspension, Lexus doesn’t just slap a plastic panel over the hole where the switch would be; they provide a different trim plate to cover up even the idea that you’re missing a switch.

Third, the cornering is excellent. Steering feel was not sport-tuned but it was sporty enough; point the wheel and the car goes where you want it to. The electric steering took away some of the mechanical feel which helps to make a “driver’s car,” but a standard power steering system comes with the air or touring suspension. Swerving rapidly or pounding on the gas while turning brought a little tire squeal, a characteristic of the Potenza radials rather than the vehicle itself, but control remained with the driver and the vehicle's many stability and traction control systems. A special touring suspension includes a conventional variable-ratio power steering system, which replaces the electric steering on our vehicles and provides a more BMW-like level of sportiness. Braking is also excellent - not only stopping short, but thanks to various computer systems, stopping straight, and doing so even on dirty or wet roads, within the limits of traction.

Fourth, the LS is spacious inside, though reasonably sized outside; there was plenty of room in both front and rear, with good headroom in all four seats, and an 18 cubic foot trunk whose lid moved up and down smoothly and silently. The rear seats didn't fold forward in our test car, but there was a small trunk passthrough for skis or other long objects. Those who need more room can get the LS 460 L, the long wheelbase version, which has an optional ottoman, cool box, more sunshades and more vent ducts, dual-zone rear heat/air controls, shiatsu massager, and nine-inch roof-mounted DVD screen, a unique setup for a standard production vehicle.

Fifth, the LS clearly was designed with the customer first and the cost-accountants second. Every button is illuminated, the seat belts and door handles are illuminated, and items that got cost-accounted out of normal cars are still present in the LS. Nobody sells a car based on whether the seat belts are easy to see at night; that's an after-sale amenity, not a marketing or sales item. It bodes well for owners that Lexus attended to such details, which are easy for bottom-line-minded managers to wipe out as unnecessary for sales.

The 2007 Lexus LS460 retails for $61,715. That includes the V8 and eight-speed automatic, all the safety systems we spoke of, high intensity discharge headlights, auto-levelling foglights, rain-sensing wipers, tool kit and first aid kit, leather, seat memory, power front seats, wood trim, cruise, folding mirrors, single-touch moonroof, ten-speaker stereo, dual-zone automatic climate control with smog sensor and air filter, garage door opener, personalized car settings, and floor mats.

Our test car ran to a somewhat higher $73,602, the difference being large enough to buy one of those new Chinese cars coming soon. The major cost item was the advanced parking guidance system, the self-parking feature, which included the Mark Levinson 19-speaker DVD-compatible stereo with 30 GB hard drive, as well as the navigation system, Bluetooth wireless cellphone system, XM satellite radio with traffic capability, and the invaluable life-saving backup camera - all of which sold for a combined price of $6,345. Those with less demanding parking assistance desires could settle for the little sensors on the front and rear bumpers, which only ran to $500.

We also had the Comfort Plus package, which added many of the gadgets our kids drove us crazy with; for $3,620, one gets power rear seats witih memory, rear seat side airbags, the heated steering wheel, front and rear heated and cooled seats, power rear sunshade, and headlight washers. Then there was the single-touch trunk and power door closers - press a button and they slowly close themselves, stopping at the slightest resistance for safety's sake - at $395. The Lexus Link system (similar to OnStar) was $900, and provides a center staffed with Lexus personnel instead of those lower-class GM folk. Finally, there was a surprising extra of $227 for items we thought would be standard on a car of this caliber, especially given its other gratuitous features: trunk mat, cargo net, and wheel locks. The cargo net was actually two cargo nets, one stretched across the floor and the other in its traditional place by the trunk opening, while the wheel locks are practically mandatory on a vehicle with eighteen-inch alloy wheels.

The Lexus LS460 is unquestionable an amazing vehicle, even considering its lofty price tag. The drag coefficient is 0.26, low even for a sports car, and tied for first place among four-door sedans; yet it looks like what it is, a luxury car. The engine is capable of good mileage, considering the vehicle weighs 4,400 pounds - just a little more than its predecessor, the LS430 - yet it yields 381 horsepower - yet it is almost silent, and idles at a low 600 rpm. The Lexus sells for less than similarly equipped Mercedes models, but appears to be far more reliable and durable, and like the Mercedes goes through a firm inspection by humans - only it's to find and eliminate any unwanted noise or sounds that might have gotten into a single vehicle, rather than to replace “building them right the first time.” The Lexus is fairly large inside, but seems small outside; and for all its power and cornering, safety was a major concern, with eight standard airbags, a precollision system, and advanced accident avoidance systems. With the long wheelbase model, it can be optioned out to provide the pointless luxury items of a Maybach, again, without the reported reliability issues of that $350,000 vehicle.

Those who like their cars luxurious need look no further than the LS series. Those who really prefer a more sporty sedan may prefer the BMW lineup, which trades off smoothness for aggressive cornering, and provides a more direct driving experience. Taking off the rough edges enhances luxury, but it does eliminate much of the "driving enjoyment" that comes of feeling the engine and the road, and revelling in the feel of acceleration. Indeed, the more luxurious the car, the less acceleration is felt, as transitions are smoothed out; so that we've known some people with powerful sport sedans to go out in their stick-shift Neons for a quick fun drive, with their vibration, harshness, and slower 0-60 times. A car like the Dodge Charger R/T is considerably slower than the LS, but feels faster as the transmission firmly changes gears and the engine speed picks up in its peak torque range; the LS transmission is rarely felt even under hard acceleration, and the dual variable valve timing, quad cams, and dual fuel injection system keep the engine working hard throughout its range.

But for the ultimate in luxury - where luxury is defined as not only having comfort, but also rarely having to sit in a tow truck - we don't think you can beat the Lexus LS460 ... except with the LS 460 L, the long wheelbase version of the same car.

Volvo 140-Series - 1968


Established the Volvo style: big, boxy and bluff, and with function dictating form. Absolutely indestructible, helped build Volvo's rep for safety and strength, and named as 'the safest car in the world' in the US where it easily exceeded all federal requirements.

Hummer limousine-The evolution


he HUMMER It started off as an army vehicle of th us army. It was called the High Mobility Multipurpose Wheeled Vehicle (HMMWV) or Humvee then. It was the simbol of the us army on land created by the AM General. So powerful that it could take soldier through any terrain. basically an offroad vehicle.



Later in the late 1980's that AM General started selling a civilian model of the HUMVEE in the market. Now it became the hummer. It became a powerful offroad suv. The demand for the vehicle increased.Different versions of the hummer came, hummer h1,h2,h3 and the upcoming HX (not yet named) highly ranked in power but not in luxury.

Volkswagen Beetle - 1946


Conceived in the 1930s, and eventually put into mass production by a British army officer after the war. Mechanically not that remarkable, but the rear-engined, air-cooled Love Bug remained in production for more than 50 years. With some 21.5 million made, it's been one of the world's most popular cars ever.

Jaguar Concept 8


The Concept Eight has been designed to reflect the unique position that Jaguar holds in the luxury car market. Developed from the New XJ Long Wheelbase saloon, it has been extensively reworked beneath its broad, single-piece, glass roof to produce a luxury concept car that is understated and tasteful, yet powerful, exciting and undeniably glamorous. Making the most of Jaguar's New XJ Long Wheelbase structure – with the longest wheelbase in its class - the Concept Eight introduces new luxury elements, new in-car entertainment technology, and new performance styling cues.
British design is acknowledged to be world-leading in creative areas as diverse as fashion and architecture, interiors and furniture making. The Concept Eight reflects Britain's standing in design by using the most contemporary materials and trim to create an environment that is unlike any other luxury saloon. You won't find lap-top computers, satellite uplinks and plasma screens inside the Concept Eight, instead you will enter a world of inch-deep handmade carpets, chilled champagne, Waterford Crystal and even essential oils to allow you to sit back, relax and enjoy the ride.

“The Concept Eight is not about cramming in half an hour's work on the way to and from the airport,” says Julian Thomson, Chief of Advanced Design, Jaguar Cars. “It is a car that exudes British good taste and calmness. It has a very relaxed but contemporary feel about it. Jaguar is not an ‘all work and no play' company and the Concept Eight reflects that. When you ride in it you should get the same feeling of well-being that you would enjoy if you stayed in the latest trendsetting hotel.

“The biggest luxuries in life are increasingly just having your own time and space – this is what the Concept Eight is meant to provide. This car is all about travelling in style to a movie premiere or a party. It's about having fun.” CONCEPT EIGHT DESIGN PHILOSOPHY

“We now have a car with more space in it than any Jaguar ever built, so we thought we'd have a bit of fun and conceptualise something that was about space and luxury and pampering.”

Ian Callum, Director of Design, Jaguar Cars

“The materials we are using, the way we have reshaped the interior, the atmosphere we are trying to create – these are all pointers to how Jaguars should look and feel.”

Julian Thomson, Chief of Advanced Design, Jaguar Cars

Ian Callum's design department went through a long period of discussion and debate before work began on the Concept Eight. A great many ideas were discussed and discarded before the creative team settled on two key themes – comfort and indulgence. The large, cossetting, individual rear seats are perhaps the best example of that indulgence, for they represent a move away from a conventional bench-type seat. Ian Callum explains the significance:

“You could describe the Concept Eight as quite a selfish car. Just look at those rear seats. They've been split so that you can only carry two people… but they will be looked after very well.”

The Concept Eight's exterior appearance has also been given considerable thought – and nowhere is that more apparent than its roof. The lightweight aluminium skin that stretches across the car's upper surface has been replaced with a single, full-length piece of darkened glass to provide an even greater feeling of spaciousness within. Around the edges of the glass panel a strip of LED lighting provides an ambient red glow that equates with the mood lighting that you might find in a fashionable bar.

“That warm red glow will be visible from the roof as well as from the centre console and under the front seats,” explains Ian Callum. “This sort of effect is something I would love to use on production cars in the future. The way people have employed these lighting techniques in other modern venues – uplighting, diffused lighting and so on – that is something I would like to have in our cars. And why red? Because it is a bit cheeky…”

Bugatti Veyron Fbg par Hermès



Harking back to a collaboration first initiated in the 1920s, Bugatti has teamed up with haute couture house Hermes and designer Gabriele Pezzini, to accessorize the Veyron.

Showcased for the first time at the 2008 Geneva Autoshow, the Bugatti Veyron Fbg par Hermès is named after Hermès’ historical headquarters on the Rue du Faubourg Saint-Honoré in Paris.

Volkswagen Phaeton V10 TDi - current


A glorious piece of stealthy anti-snobbery, the Phaeton is one of the most luxurious and spacious luxury cars on the , but with a VW badge on the nose, people just think it's a big Passat. Sensational performance from the enormously torquey V10 diesel engine.

Vehicles Highest-Quality Luxury Cars Benjamin Willson 06.09.08, 4:09 PM ET


Mercedes-Benz E Class buyers enjoy a burl walnut interior trim, dual-zone automatic climate control, 10-way power-adjustable front seats and rain-sensing intermittent windshield wipers.

They also get the satisfaction of knowing they are behind the wheel of one of the industry's highest-quality cars.

That's because the E-Class is among the 15 luxury cars named to J.D. Power's annual Initial Quality Study. The Infiniti M-Series, Audi A6, Lexus ES350 and Porsche Cayman also make the list

Permalink Toyota Launches 'Vanguard' SUV in Japan


Toyota does not lack imagination when it comes to create a new breed of "luxury" oriented cars and a couple weeks after the announcement of their Blade Master, a luxurious version of the already "luxurious" Blade (Actually the blade is a high-end version of the Auris rather than a luxury car), which received a nifty little 3.5l V6 engine, Toyota came to us again today with another "luxury" vehicle receiving the very same 3.5l V6 engine, behold the Vanguard !

Also available in a 2.4l version the Vanguard offers some unique sense of luxury, where not only the comfort aspect is concerned but also where the safety was a top priority on this new SUV. Like some high-ends models available from Lexus or Toyota, our Vanguard has some nifty little gadgets like the S-VSC (Steering-assisted Vehicle Stability Control), the 5 Super ECT (Super Intelligent Electronically-controlled, Five-speed Automatic Transmission) for smooth and powerful acceleration, as well as some LED lamps…

We have to admit that the term Luxury here is a bit misleading, and it does not only focus on the design, style and comfort but as you could see, also on other issues like the security one. Anyway here it is a well build vehicle that we are looking forward to test drive for you so stay tuned !

Opel Insignia’s Interior


The photo above is the very first official shots of the soon-to-be-launched Opel Insignia’s interior, or to be precise, the UK market Insignia that bears the Vauxhall logo. Overall, this is a big improvement and looks quite good. Such a beautiful, clean and classy interior! The glimpse of the mid-size sedan’s interior is in a series of leaked (low-res) images back in April, these official pictures from Vauxhall allow us to see the cabin in high-resolution detail. Along with the official high-res interior pics, Vauxhall also released new exterior images of the Insignia in a lusty black colour.

The Opel Insignia features a relatively sporty wrap around interior design that has nothing in common with the Vectra’s ultra conservative cabin, which could come to the States as a Saturn. Highlights include chronometer-inspired instruments and a unique instrument cluster lighting which is illuminated white, but on pressing the ‘Sport’ button, the lighting turns red to match the surrounding illumination. John Puskar, Executive Director of Interior Design at GM Europe says; “This is a paradigm shift for Vauxhall,” . “We wanted to create interior environments for all our future vehicles that are warm, inviting and sporty. The Insignia is the first evidence of this philosophy.”

“Every detail was meticulously thought through,” says Jochen Werner, Insignia’s Assistant Chief Interior Designer. “We even tipped the infotainment centre at a 30 degree angle to allow the centre console to flow and give the car’s cabin a greater feeling of spaciousness.”

The overall ambience and design of the cabin looks very good. Top marks, Opel.

Maybach 62 Landaulet to enter production


 
In what is set to be the world's most expensive production drop-top, the Maybach 62 Landaulet is set to enter production sometime this year and will set you back a cool US$1.19 million for the base model.

Despite selling only 400 cars worldwide last year, the ultra-luxury car maker clearly believes the Landaulet model can overturn its fortunes by creating a niche market with an exclusive luxury car that features a large folding roof for passengers in the rear.

Alfa Romeo 8C Competizione







Alfa Romeo has always impressed us with its offerings and the 8C Competizione from the house is sure to enthrall all the fans. First shown at the 2006 Paris Auto Show, the Alfa Romeo 8C Competizione raised a number of eyebrows.
Alfa Romeo was pulled out of the United States in 1995 and many rumors came our way about it’s coming back but all proved to be bogus. But now, the automaker has chosen this weekend’s Meadowbrook Concours d’Elegance luxury car show to mark its comeback with the 8C Competizione supercar. The new 8C flagship touts a carbon fiber body, a 450hp 4.7L V8 engine and a six-speed paddle-shifter transmission.
Alfa is also expected to launch its 159 Sedan and Brera Coupe in 2009. The company has some most stylish cars in the European market and it’s time to see some gorgeous ones on the U.S. roads. Priced at $200,000.

Bentley continental GT Speed







It’s the most powerful production Bentley ever and the first to top 200mph. The GT Speed comes loaded with a 600bhp, 6-liter twin turbocharged W12 engine that offers 553 lb ft of torque. The car races from 0 to 60 mph in just 4.3 seconds. When compared with the conventional Continental GT, the GT Speed provides 15% more torque and 9% more power.
The usage of lower friction, lighter-weight components and a new engine management system accounts for the high energy efficiency.The wide 9.5J20 inch wheels and bespoke come along with the GT Speed while you can also opt for the fade resistant carbon ceramic brakes. Dark dyed front grille and bigger sports tailpipes add to the sporty looks of the car. The fuel economy is also impressive at 17mpg for the Speed.
The car also features ‘dynamic’ ESP 8.1 with new ‘Sport Traction’ that guarantees superb traction. Interiors are still the same and you know very well, they are indubitably impressive. Moreover, it’s the most expensive model in the Continental line of cars at $199,990.

Bugatti Veyron



Driving and riding in a classy and expensive vehicle is usually taken as a status symbol. Super luxury cars have been here after Karl Benz got that first patent for a motorwagen in Germany in January 1886. Bugatti Veyron 16.4 is the car that currently holds the title of being the fastest, most powerful and most expensive production car in the world with a price tag of $1,700,000. But, the scenario is going to change (in terms of pricing, not speed) as DiMora Motors have announced the production of a US $2 million luxury car. Here, I have compiled a list of top 10 luxury cars coming your way. Check them out.

Monday, March 23, 2009

Maserati Quattroporte Sport GT S


It’s a sporty upgrade to the existing Quattroporte. The new Quattroporte Sport GT S is 10mm lower at the front, 25 mm lower at the rear, and comes equipped with stiffer springs and dampers than the standard car. There are a few upgrades, including the black-chrome mesh front grille, black side window trim and exhausts, and body colored door handles.

The sports edition has dark-chrome 20-inch seven spoke alloy wheels and a Brembo braking system with unique dual-cast brake discs. The dual casts of the roadster have been made from two materials, cast iron and aluminum, in order to ensure optimized braking, improved performance in the extreme conditions. The dashboard is refined in carbon fiber with aluminum treads while the front seats tout a new, pampering sporty shape. Priced at around US $182,550.

The Lotus Exige


Luxury Cars: The Lotus Exige, the twin brother of the renowned, award-winning Lotus Elise, arrives on America's shores during the first quarter of 2006. Although Lotus prides itself manufacturing vehicles built solely for performance, the Exige comes in 20 exterior colors and offers a Touring Pack that includes leather seats, door panels, full carpeting, additional sound insulation, air conditioning and an upgraded stereo system. However, like a gorilla dressed in a tuxedo, the beastliness prevails. Adrenaline purists even have the option of removing the air-conditioning system to lighten the load. However, we strongly urge you to retain your 'cool'.
The Exige features bodywork that distinguishes it from its rowdy 'brother'. The extra features add approximately 30 pounds of weight, yet the car stills weighs in at approximately 2,000 pounds. Standard equipment includes forged wheels, ultra-high performance tires, a stiffer suspension and twin-oil coolers from the Elise Sport Pack. The bodywork is hand-laid, and the remainder of the car is hand-assembled. The Exige retains an aura of exclusivity as Lotus plans to manufacture only 300 to 350. Not only will this car stop traffic, by comparison, the traffic around you will appear as if it is standing still.

Koenigseggs New U.S. Edition


Luxury Cars: Koenigsegg manufactures exclusive super sports cars for a select elite of enthusiasts. Space age materials and uncompromising quality both in finish and function make these cars among the very best in the automotive history. They reach higher top speeds and are more powerful than any other series-produced car today. Three models are currently in production; the CC8S, 806 hp CCR, and now the magnificent CCX which is engineered to comply with US regulations and market demand. Each Koenigsegg models are built to excel on the road or racetrack, yet are still highly comfortable for long distance traveling.

Sunday, March 22, 2009

Audi RS 6 Avant






Due to be unveiled to the public for the first time at the IAA 2007 in Frankfurt, the Audi RS 6 Avant delivers a perfect blend of outstanding top performance and maximum dynamism. Featuring a newly developed V10 engine with FSI direct injection and twin turbochargers, it delivers 580 bhp and a torque of 100 hp (more than a Porsche Turbo). The Avant races from 0-100 km/h in only 4.6 seconds. The new Audi RS6 is the most powerful road-going Audi ever, but the exterior is, as ever, quite understated.
With its 426 kW (580 bhp), it is the most powerful model in the current Audi range and with the exception of pure racing cars like the Le Mans-winning Audi R10 TDI, it is the most potent Audi of all time. The RS6 is blessed with the standard 19-inch wheels with the new 10-spoke design with 255/40 R 19 tyre size while the optional 20-inch wheels are fitted with 275/35 R 20 tyres. The clear front-end design with the remodeled bumper and accentuated apertures gives Audi RS6 a striking and self-assured look. To create space in the front apron for additional air flow, the halogen fog lights have been integrated alongside the bi-xenon headlights.
RS 6 Avant offers an extraordinary blend of sporty elegance and exclusiveness. Buyers can choose between the multifunction sports steering wheel with a 3 spoke design and the characteristic flat-bottomed RS sports steering wheel. The cockpit with its piano black finish in the typical RS design also features a boost pressure gauge. The sports seats are covered in a combination of leather and Alcantara with an embossed RS 6 emblem or optionally wrapped completely in Silk Nappa or Valcona leather.

Luxury Car Brands at Luxury Prices



Earlier this week, Forbes announced the most anticipated luxury cars of 2008. How do we know these cars are ultra-luxurious and just down-right special? It’s simple. They’re ultra-expensive. In fact, most of them already have a two-year waiting list.
Forbes reports that each of these cars will have significant impacts on the brands they represent, which will outpace the impact of their corresponding sales volumes. I think that’s a very interesting comment and probably quite accurate. At $412,000 and with a two-year waiting list, Rolls-Royce’s 2008 Drophead Coupe (the quintessential convertible), will do more to hype their image as a car company for the rich and powerful than it will for their bottomline. These cars are meant to represent quality (i.e., extravagance) not quantity (i.e., most people can’t afford them).
Here is Forbes’ full list of luxury car manufacturers with highly anticipated, brand boosting 2008 car models:
Rolls-Royce Drophead Coupe
BMW M3
Audi R8
Cadillac CTS
Infiniti G37
Porsche 911 Turbo Cabriolet
Maserati GranTurismo
Mercedes-Benz SLR McLaren Roadster
Lexus LS 600h L
Volvo C30