Friday, December 31, 2010

2011 Audi R18 Race supercar






Having succeeded with the R8, R10 TDI and R15 TDI models as the world’s most important endurance race car as many as nine times, Audi is aiming for its tenth Le Mans success in 2011 with its R18 Racecar. Audi is planning to field three Audi R18 cars at Le Mans, which will be entered by Audi Sport Team Joest, the most successful Le Mans team of all time.

Through the innovative V6 TDI engine for the Le Mans 24 Hours, motorsport is yet again performing pioneering work for the production arm at Audi where there is a growing trend towards smaller, more economical but yet powerful engines. Another new development is the six-speed transmission in the R18 which has been specifically modified for use with the smaller engine.
The R18 benefits from the chassis and aerodynamics package containing a lot of know-how from the R8, the R10 TDI and the R15 TDI whereas the fitting of identically sized front and rear wheels is new to an Audi Le Mans sports car. This configuration allows a more balanced weight distribution.
The R18’s headlights, which are the first to completely consist of LEDs with optimized amount of light, are a technical highlight. The new generation of headlights was developed in close cooperation between Audi Sport and the Technical Development (TE) division of AUDI AG and by using at Le Mans, will be prepared for future use in production vehicles.

Classic with a Twist, the Christmas Version?

Let me just sneak in a last few favourite images from Christmas before the year closes. . . here's my son "helping" Nola set up the Brio train set of his (and his sisters') childhood. You might notice that Nola is nowhere in the photograph. I think she lacked the necessary vision.

As for vision, my son's GF had it: Nola was delighted to open this colourful gift -- a handmade adjustable (as in will fit for years, but also can be draped around shoulders, arms, wherever a little person might need more adornment) TUTU! So much more fun than the traditional pink. . .
and goes much better with Christmas trees and red pyjamas. Classic, with a twist, the Christmas version -- I wasn't fooling!
My son-almost-in-law (wedding's in June) offers another favourite moment in the background -- I was tickled that so many of us kicked back with new books over our five days together. It pleases me inordinately to be part of a family of readers, and I very much hope Nola picks up the habit.

We took our tree down yesterday as it was beginning to drop needles like crazy -- Christmas is back in its box except for all those lovely memories and good vibes. We'll spend our traditional New Year's Eve which means that after heading to a movie this afternoon, we'll come home and have a special meal together. Pater cooks it, often a very good steak with the trimmings, and we'll watch another movie or, just as likely, watch the next few episodes of Angel. Then we'll walk up the road to a party we go to almost every New Year's to see the clock tick past midnight with a group of friends and neighbours. I suspect we'll be in bed and asleep by 1, so not a wild and wooly night.

What about you? Christmas packed away yet? Has it left you melancholy or content? and what are the New Year's Eve plans? Whatever, I'm thinking of you all and wishing you a Happy New Year! May 2011 bring you peace and happiness.

Thursday, December 30, 2010

2011 Porsche 911 GT3 RSR



2011 Porsche 911 GT3 RSR
The Porsche 911 GT3 RSR takes off into the new motorsport season with extensive modifications. The 2011 version of the world’s most successful GT race car celebrated its international premiere at the “Night of Champions” party held at the R&D Centre in Weissach to mark the end of the motorsport season. Priority in the further development of the GT3 RSR was given to the newly designed aerodynamics at the front and rear, changes to the suspension kinematics and to the engine.

The 4.0-litre, six-cylinder boxer engine now delivers 455 hp (355 kW) at 7,800 revs, five horsepower more than its predecessor. The power increase results from an engine management system which adapts even better to different fuel grades, as well as a redesigned exhaust system and a modified air intake housing. Moreover, the driveability of the famously efficient engine has undergone further improvements. Maximum revs remain unchanged at 9,400 rpm.

Clearly visible are the modifications to the front. A new front lip provides higher downforce at the front axle. The front wheels are now wider with the rims growing from 11 to 12 inches giving additional grip and less of an understeering tendency. The position of the rear wing and the shape of the wing mounting also underwent optimisation and were adapted to the new rear fairing with additional air outlet louvers. The rear lid was also redesigned for optimised air ducting. Like the 911 GT3 Cup and the GT3 R, the RSR has now been equipped with the LED rear lights taken from the latest 911 road-legal cars.

The 911 GT3 RSR joins the 911 GT3 R and the 911 GT3 Cup as the top model of Porsche Motorsport’s product range. The successful long distance racer from Weissach can be ordered now at a price of 410,000 Euro plus country-specific value added tax. All 2011 modifications are available as a kit for GT3 RSR cars from the 2010 season.

Porsche Carrera GT new edition

Porsche Carrera GT
Released at the 2003 Geneva Auto Show, Porsche's Carrera GT was a final production version of the concept car first seen at the 2001 Paris Auto Salon. It was Porsche's first limited production supercar since 959 production stopped in 1988. At the time of launch, it was one of the few available products that rivaled the Ferrari Enzo.

Unlike the 911, which carried the company for four decades, the Carrera GT was complete bottom up design. Its styling was thankfully unchanged from Paris show car and departed from the traditional Porsche shape which the 959 couldn't escape.

Motivation for the Carrera GT came directly from Porsche's successful motor sports program and the Porsche WSC-95 Le Mans prototype. After winning Le Mans twice in 1996 and 1997, Porsche revived an old V10 engine for the 1999 season but it was shelved only two days into track testing. Fortunately, the 5.5 liter V10 was used in a one-of 2001 Paris Auto Salon concept car which was received well enough for production to begin two years later. Final Assembly commenced at Porsche's Leipzig plant and the car sold with an MSRP of $440,000 USD, $515,000 CAD, or €390,000.

Under the skin, the car used many modern hallmarks of motor sport engineering: a carbon fiber chassis, dry sump lubrication, inboard suspension and a mid-mounted engine that was engineered to sit as low as possible to ground. Careful attention was also paid to under tray airflow which could be managed better than the rear-engine 911.

A new V10

Porsche's V10 engine can trace its roots back to a unit developed in secret by Porsche for the Footwork Formula One team. This development halted in 1992, but was resurrected for a WSC-95 successor that was never completed. Bored out to 5.5 liters, this unit then found its way into the Carrera GT Prototype. When production commenced, it was modified by Porsche engineers to ensure more power and reliability. Such revisions included a larger displacement which offered more torque and driveability.

This engine is placed in the middle of the chassis in a three-point carbon subframe. This is unlike Paris Show Car which featured its V10 as a load bearing structure within the chassis. Had Porsche not used a subframe, noise leakage and vibration would have hampered interior comfort.
The intake system is equipped with Porsche's VarioCam technology found on the current 996 range. VarioCam continuously adjusts the angle of the intake camshaft to optimize performance and output.
Making the engine as light as possible was a primary goal. A light alloy crankcase and titanium connecting rods help the engine have a weight of 452 lbs (205 kg). Compare this to the Enzo's V12 weighing in at 496 lbs (225 kg).

6-Speed with a Ceramic Clutch

Power is transferred to the rear wheels through a newly developed six-speed manual transmission. Attached is a special clutch which has a reduced size and weight. Called Porsche Ceramic Composite Clutch (PCCC), this two-plate clutch is made of ceramic composites. Such materials not only help reduce the rotational masses of the clutch by a factor of ten, but offer less wear than conventional material. Combined with a lightweight flywheel, rotational mass of the engine is exceptionally light.

Another highlight of this clutch is its short diameter of only 6.5 inches (165 mm). At such a height, the transmission and engine are very short and mounted low in the chassis. Just how low? Well the crankshaft rotates just 4.0 inches (102 mm) from the floor and the transmission actually sits lower than the rear differential.

CFP Chassis

Providing a basis for the Carrera GT is a carbon fiber monocoque with carbon-fiber-reinforced plastic (CFP) sub frames. Among the carbon body and carbon frame, metal pieces are few and far between. For instance on the chassis, the front rails, a-post inserts, fuel cell and suspension are the only major non-carbon elements.

The chassis is manufactured by the ATR Composites Group. They are specialist Italian carbon fiber manufacturer which coincidentally make the tubs for the Ferrari Enzo. Production at ATR is two complete chassis per day.

A carbon rear sub frame isolates the entire drive train and rear suspension from the chassis. Having the engine completely supported CFP materials is new concept to production car manufacturing. It was concept developed by Porsche's Motor Racing Division and is subject to patent.
Suspension elements include double wishbones with inboard damper and springs on all four wheels. The inboard dampers and springs are actuated by pushrod and dampers like the setup used by every Formula One constructor.

Braking on all four corners is executed by the capable Porsche Ceramic Composite Brake (PCCB) system and for the first time on fifteen inch rotors. Consisting of ceramic discs and composite pads, the system is lightweight and resistant to corrosion. PCCB reduces the unsprung weight of the braking system by fifty percent. Four channel ABS comes standard.

Attached to the braking system are forged magnesium wheels which weigh less than the tires wrapped around them. Michelin makes the only tire approved for the Carerra GT. They feature a soft compound rubber on the outer one third of the tread. It is suggested by Porsche that these tires need replacement every 15000 miles.

Aerodynamics

A large rear wing provides down force at the rear of the car. As the car reaches 75 mph (120 km/h) it electro-hydraulically raises an additional 6 inches (16 cm) for increased stability. At top speed the combined down force of the front and rear wheels total 639 pounds (290 kgs).

Apart from the wing, most of the Carrera GT's down force comes from its under tray. The entire tray is manufactured from carbon fiber and is attached to the chassis, engine mounts and crash structure. Creating down force with such a device is efficient as it does not impair the car's drag coefficient. A diffuser and air flow ducts provide additional ground effect.

Further aerodynamic attention is applied to the lower wishbones. They are made of efficiently shaped steel tubes which do not interfere with the aerodynamics underneath the car.

Electronics

To ensure control under all situations, the Carrera GT has a four channel anti-lock braking system and anti-spin control (ASC) to prevent excessive wheel spin. Traction control is standard. 'Should he/she wish to enjoy the thrill of dynamic driving of the highest racing standard the driver can switch off the complete traction control function by pressing a button in the centre console.' says Porsche.

Comfort

Porsche describe the Carrera's clean interior as a function-oriented ambience and a cockpit free of all extraneous detail. Only high-tech materials such as carbon, magnesium and leather adorn most surfaces.

Information is clearly presented in a classic Porsche instrument cluster which replaces the LCD screen featured on the concept car. The car also uses the 911 steering wheel which doesn't follow the F1 trend to stick as many functions on the wheel as possible. This old-school approach is a refreshing change, contributing to the GT's ambiance and ensuring it will remain a timeless design.
Extending into the dash is a centre console covered in magnesium. Attached sits a birch/ash shifter which is the only piece of wood found in this carbon-laden car. It specifically pays homage to Porsche's 917 which sported a balsa-wood gear lever. Balsa was the optimum material for the job, it was extremely light, but most importantly added to the character of the 917.

Amenities such a Bose stereo system and air conditioning are optionally offered.

For closed top driving, two carbon fiber panels can be attached to the roof. At a low weight of just 6.4 lbs (2.4 kgs) each, these panels are easily removable and can be stored in the front luggage compartment.

Enzo vs Carrera

Comparison between the Carrera GT and Ferrari Enzo is inevitable. Both entered the market at the top of the product range and both place heavy emphasis on driver-oriented driving, but each executes this philosophy in a different way.

Where the Enzo has three driving modes, and a huge bevy of electronic systems, the Carrera is stripped down to basic performance. This is largely due to the fact that the Carrera only has a 6-Speed Manual whereas the Enzo is equipped with a paddle-shift, computer controlled, 6-speed sequential. Getting back to basics is somewhat cheaper, since the Carrera GT was $444,400 when new compared to the $660 000 USD Enzo.

With regards to pure performance, the Enzo does have 48 more horsepower (35.8 kW), and weighs 33 lbs (15 kgs) less which would make it win on any straight. The Carrera GT on the other hand, offers much more down force and might possibly catch up in the turns. In any case, if either car is superior, the margin is so narrow that it's more a question of driver skill.

Conclusion

Despite announcing a total production of 1500 units, only 1270 came from the factory in Saxony. Porsche stopped after airbag regulations changed in the US. It is also important to mention that the Carrera GT wasn't meant to become the fastest road legal supercar. Had Porsche tried to chase the McLaren's performance figures, production (planned at 1500 cars), profitability and comfort would have suffered.

Most cars came in the standard colors of Guards Red, Fayence Yellow, Basalt Black, GT Silver or Seal Grey, but custom colors were available.

Sources & Further Reading

Davis, Matt. 'Porsche Carrera GT'. Octane, December 2003.
Harris, Chris. 'The Dazzling Carrera'. Autocar, September 2003.
Kacher, Georg. 'The Porsche We've All Been Waiting For'. CAR.
Meaden, Richard. 'Super Ferry Animal'. EVO, November 2003.
Simister, John. 'Gunning for Enzo'. EVO.
Stout, Pete. 'Porsche's Pinnacle'. Excellence, December 2003.

Story by Richard Owen for Supercars.net

Porsche Carrera GT new edition

Porsche Carrera GT
Released at the 2003 Geneva Auto Show, Porsche's Carrera GT was a final production version of the concept car first seen at the 2001 Paris Auto Salon. It was Porsche's first limited production supercar since 959 production stopped in 1988. At the time of launch, it was one of the few available products that rivaled the Ferrari Enzo.

Unlike the 911, which carried the company for four decades, the Carrera GT was complete bottom up design. Its styling was thankfully unchanged from Paris show car and departed from the traditional Porsche shape which the 959 couldn't escape.

Motivation for the Carrera GT came directly from Porsche's successful motor sports program and the Porsche WSC-95 Le Mans prototype. After winning Le Mans twice in 1996 and 1997, Porsche revived an old V10 engine for the 1999 season but it was shelved only two days into track testing. Fortunately, the 5.5 liter V10 was used in a one-of 2001 Paris Auto Salon concept car which was received well enough for production to begin two years later. Final Assembly commenced at Porsche's Leipzig plant and the car sold with an MSRP of $440,000 USD, $515,000 CAD, or €390,000.

Under the skin, the car used many modern hallmarks of motor sport engineering: a carbon fiber chassis, dry sump lubrication, inboard suspension and a mid-mounted engine that was engineered to sit as low as possible to ground. Careful attention was also paid to under tray airflow which could be managed better than the rear-engine 911.

A new V10

Porsche's V10 engine can trace its roots back to a unit developed in secret by Porsche for the Footwork Formula One team. This development halted in 1992, but was resurrected for a WSC-95 successor that was never completed. Bored out to 5.5 liters, this unit then found its way into the Carrera GT Prototype. When production commenced, it was modified by Porsche engineers to ensure more power and reliability. Such revisions included a larger displacement which offered more torque and driveability.

This engine is placed in the middle of the chassis in a three-point carbon subframe. This is unlike Paris Show Car which featured its V10 as a load bearing structure within the chassis. Had Porsche not used a subframe, noise leakage and vibration would have hampered interior comfort.
The intake system is equipped with Porsche's VarioCam technology found on the current 996 range. VarioCam continuously adjusts the angle of the intake camshaft to optimize performance and output.
Making the engine as light as possible was a primary goal. A light alloy crankcase and titanium connecting rods help the engine have a weight of 452 lbs (205 kg). Compare this to the Enzo's V12 weighing in at 496 lbs (225 kg).

6-Speed with a Ceramic Clutch

Power is transferred to the rear wheels through a newly developed six-speed manual transmission. Attached is a special clutch which has a reduced size and weight. Called Porsche Ceramic Composite Clutch (PCCC), this two-plate clutch is made of ceramic composites. Such materials not only help reduce the rotational masses of the clutch by a factor of ten, but offer less wear than conventional material. Combined with a lightweight flywheel, rotational mass of the engine is exceptionally light.

Another highlight of this clutch is its short diameter of only 6.5 inches (165 mm). At such a height, the transmission and engine are very short and mounted low in the chassis. Just how low? Well the crankshaft rotates just 4.0 inches (102 mm) from the floor and the transmission actually sits lower than the rear differential.

CFP Chassis

Providing a basis for the Carrera GT is a carbon fiber monocoque with carbon-fiber-reinforced plastic (CFP) sub frames. Among the carbon body and carbon frame, metal pieces are few and far between. For instance on the chassis, the front rails, a-post inserts, fuel cell and suspension are the only major non-carbon elements.

The chassis is manufactured by the ATR Composites Group. They are specialist Italian carbon fiber manufacturer which coincidentally make the tubs for the Ferrari Enzo. Production at ATR is two complete chassis per day.

A carbon rear sub frame isolates the entire drive train and rear suspension from the chassis. Having the engine completely supported CFP materials is new concept to production car manufacturing. It was concept developed by Porsche's Motor Racing Division and is subject to patent.
Suspension elements include double wishbones with inboard damper and springs on all four wheels. The inboard dampers and springs are actuated by pushrod and dampers like the setup used by every Formula One constructor.

Braking on all four corners is executed by the capable Porsche Ceramic Composite Brake (PCCB) system and for the first time on fifteen inch rotors. Consisting of ceramic discs and composite pads, the system is lightweight and resistant to corrosion. PCCB reduces the unsprung weight of the braking system by fifty percent. Four channel ABS comes standard.

Attached to the braking system are forged magnesium wheels which weigh less than the tires wrapped around them. Michelin makes the only tire approved for the Carerra GT. They feature a soft compound rubber on the outer one third of the tread. It is suggested by Porsche that these tires need replacement every 15000 miles.

Aerodynamics

A large rear wing provides down force at the rear of the car. As the car reaches 75 mph (120 km/h) it electro-hydraulically raises an additional 6 inches (16 cm) for increased stability. At top speed the combined down force of the front and rear wheels total 639 pounds (290 kgs).

Apart from the wing, most of the Carrera GT's down force comes from its under tray. The entire tray is manufactured from carbon fiber and is attached to the chassis, engine mounts and crash structure. Creating down force with such a device is efficient as it does not impair the car's drag coefficient. A diffuser and air flow ducts provide additional ground effect.

Further aerodynamic attention is applied to the lower wishbones. They are made of efficiently shaped steel tubes which do not interfere with the aerodynamics underneath the car.

Electronics

To ensure control under all situations, the Carrera GT has a four channel anti-lock braking system and anti-spin control (ASC) to prevent excessive wheel spin. Traction control is standard. 'Should he/she wish to enjoy the thrill of dynamic driving of the highest racing standard the driver can switch off the complete traction control function by pressing a button in the centre console.' says Porsche.

Comfort

Porsche describe the Carrera's clean interior as a function-oriented ambience and a cockpit free of all extraneous detail. Only high-tech materials such as carbon, magnesium and leather adorn most surfaces.

Information is clearly presented in a classic Porsche instrument cluster which replaces the LCD screen featured on the concept car. The car also uses the 911 steering wheel which doesn't follow the F1 trend to stick as many functions on the wheel as possible. This old-school approach is a refreshing change, contributing to the GT's ambiance and ensuring it will remain a timeless design.
Extending into the dash is a centre console covered in magnesium. Attached sits a birch/ash shifter which is the only piece of wood found in this carbon-laden car. It specifically pays homage to Porsche's 917 which sported a balsa-wood gear lever. Balsa was the optimum material for the job, it was extremely light, but most importantly added to the character of the 917.

Amenities such a Bose stereo system and air conditioning are optionally offered.

For closed top driving, two carbon fiber panels can be attached to the roof. At a low weight of just 6.4 lbs (2.4 kgs) each, these panels are easily removable and can be stored in the front luggage compartment.

Enzo vs Carrera

Comparison between the Carrera GT and Ferrari Enzo is inevitable. Both entered the market at the top of the product range and both place heavy emphasis on driver-oriented driving, but each executes this philosophy in a different way.

Where the Enzo has three driving modes, and a huge bevy of electronic systems, the Carrera is stripped down to basic performance. This is largely due to the fact that the Carrera only has a 6-Speed Manual whereas the Enzo is equipped with a paddle-shift, computer controlled, 6-speed sequential. Getting back to basics is somewhat cheaper, since the Carrera GT was $444,400 when new compared to the $660 000 USD Enzo.

With regards to pure performance, the Enzo does have 48 more horsepower (35.8 kW), and weighs 33 lbs (15 kgs) less which would make it win on any straight. The Carrera GT on the other hand, offers much more down force and might possibly catch up in the turns. In any case, if either car is superior, the margin is so narrow that it's more a question of driver skill.

Conclusion

Despite announcing a total production of 1500 units, only 1270 came from the factory in Saxony. Porsche stopped after airbag regulations changed in the US. It is also important to mention that the Carrera GT wasn't meant to become the fastest road legal supercar. Had Porsche tried to chase the McLaren's performance figures, production (planned at 1500 cars), profitability and comfort would have suffered.

Most cars came in the standard colors of Guards Red, Fayence Yellow, Basalt Black, GT Silver or Seal Grey, but custom colors were available.

Sources & Further Reading

Davis, Matt. 'Porsche Carrera GT'. Octane, December 2003.
Harris, Chris. 'The Dazzling Carrera'. Autocar, September 2003.
Kacher, Georg. 'The Porsche We've All Been Waiting For'. CAR.
Meaden, Richard. 'Super Ferry Animal'. EVO, November 2003.
Simister, John. 'Gunning for Enzo'. EVO.
Stout, Pete. 'Porsche's Pinnacle'. Excellence, December 2003.

Story by Richard Owen for Supercars.net

Porsche Greenlights 918 Hybrid Supercar

It’s official: Porsche will build the 918 hybrid supercar.

The company’s board approved the project earlier today based upon “overwhelming response from the public and customers.” Those same customers must have very deep pockets, because the last we heard the Porsche 918 will cost something north of $600,000.

Be that as it may, it promises to be a sweet car.

The concept that Porsche unveiled earlier this year at the Geneva Motor Show raised a whole lotta eyebrows, and why wouldn’t it? Porsche promises exceptional performance along with stellar fuel economy and emissions.

We say “promises” because the car’s performance specs come from Porsche and, so far as we know, haven’t been independently verified. Porsche says the 918 will do zero to 100 km/hr in less than 3.2 seconds and hit a top speed of 198 mph. All that while emitting just 70 g/km of CO2 and consuming 3.0 liters per 100 kilometers. That works out to 78.4 mpg if our math is correct.

Porsche hasn’t said how it arrived at those emissions or fuel economy figures, but we’re betting that achieving them will require the very lightest touch on the accelerator and maximum electrical assistance.

The mid-engined roadster features a 500-horsepower V8 based upon the 3.4-liter mill found in the Porsche RS Spyder race cars. It’s also got a pair of electric motors; together they put down 218 horsepower. The car has four modes that range from full electric to “race,” which throws efficiency to the wind and uses the electric motors as a push-to-pass feature. (You can get more on the tech in this post.)

Porsche’s supervisory board directed its minions to “develop a production model based on the car already presented,” so the car we’ll see will bear at least some resemblance to what we saw in Geneva. It almost certainly will be a super limited edition model like the Carerra GT.

Still, there are at least 1,000 people out there interested in buying one, because that’s how many “hand-raisers” Porsche said it wanted to see before deciding whether to build the car.

Photo: Porsche

See Also:

    * Porsche 918 Spyder: The $630K Hybrid
    * Peek Inside Porsche’s Super Hybrids
    * 500-Horsepower Plug-In Porsche Makes Us Swoon
    * Video: Porsche’s Hybrid Racer Runs the ‘Ring
    * Hybrid Porsche Racer Makes the Podium

Porsche Greenlights 918 Hybrid Supercar

It’s official: Porsche will build the 918 hybrid supercar.

The company’s board approved the project earlier today based upon “overwhelming response from the public and customers.” Those same customers must have very deep pockets, because the last we heard the Porsche 918 will cost something north of $600,000.

Be that as it may, it promises to be a sweet car.

The concept that Porsche unveiled earlier this year at the Geneva Motor Show raised a whole lotta eyebrows, and why wouldn’t it? Porsche promises exceptional performance along with stellar fuel economy and emissions.

We say “promises” because the car’s performance specs come from Porsche and, so far as we know, haven’t been independently verified. Porsche says the 918 will do zero to 100 km/hr in less than 3.2 seconds and hit a top speed of 198 mph. All that while emitting just 70 g/km of CO2 and consuming 3.0 liters per 100 kilometers. That works out to 78.4 mpg if our math is correct.

Porsche hasn’t said how it arrived at those emissions or fuel economy figures, but we’re betting that achieving them will require the very lightest touch on the accelerator and maximum electrical assistance.

The mid-engined roadster features a 500-horsepower V8 based upon the 3.4-liter mill found in the Porsche RS Spyder race cars. It’s also got a pair of electric motors; together they put down 218 horsepower. The car has four modes that range from full electric to “race,” which throws efficiency to the wind and uses the electric motors as a push-to-pass feature. (You can get more on the tech in this post.)

Porsche’s supervisory board directed its minions to “develop a production model based on the car already presented,” so the car we’ll see will bear at least some resemblance to what we saw in Geneva. It almost certainly will be a super limited edition model like the Carerra GT.

Still, there are at least 1,000 people out there interested in buying one, because that’s how many “hand-raisers” Porsche said it wanted to see before deciding whether to build the car.

Photo: Porsche

See Also:

* Porsche 918 Spyder: The $630K Hybrid
* Peek Inside Porsche’s Super Hybrids
* 500-Horsepower Plug-In Porsche Makes Us Swoon
* Video: Porsche’s Hybrid Racer Runs the ‘Ring
* Hybrid Porsche Racer Makes the Podium

What I Wore, Festive Dinner with Sisters



My "What I Wore" feature has been sadly neglected for the past several weeks -- and now that my research leave has begun, I'm afraid my sartorial range may be quite constrained. But here's a photo from the week before Christmas of an outfit that got me through a few casual-festive functions. I thought of this yesterday when Tish posted about the very glamourous classic she recommends as a wardrobe staple, "Le Smoking." My new Smythe blazer -- scored at half price when Christmas shopping early last month -- might not quite reach the heights of the YSL tuxedo jacket, but with its (slim) shawl collar and bracelet sleeves (with a neat button-and-ruching detail at the cuff), it can move easily from jeans to dressier jersey pants (as I wore it here).

It's great to tone down a print dress, looks smart over a white v-neck T, is cut slim enough to fit under most of my jackets and coats, and in fine black wool, can be worn when its flashier Smythe sister is just too bold.

To head for drinks and dinner with three of my sisters the week before Christmas, I snuck in some sequins -- they're shining quietly above on the tank top, a body-skimming knit in a fabulously useful length. I wore this tank and pants on Christmas morning with a thigh-length steel-grey cashmere cardigan, elbow-length sleeves, and I was surprised at the spontaneous compliments the outfit garnered from my daughters.

Such a fun evening we had -- my 17-year-old rockstar nephew stopped in to say "hi" and snap this shot. He was Christmas shopping in the neighbourhood and we joined him later to help him choose the perfect gift for his girlfriend -- he found the jewelry choices at Blue Ruby rather overwhelming, but his aunts got him sorted . . .
One of the highlights of the holiday season for me. And I wore
Blazer: Smythe; sequinned tank top: Gilmour; slim black jersey pants: Linda Lundstrom
Shoes you can't see: Fluevog

Wednesday, December 29, 2010

Road Bicycle Second Hand for Sale

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Tuesday, December 28, 2010

2011 GMC Sierra All Terrain HD Concept

GMC has unveiled the Sierra All Terrain HD Concept which is mentioned as the exploration of heavy-duty truck capability combined with greater off-road versatility, highlighted by a bold exterior design. The new 2011 Sierra HD also underpins the All Terrain HD concept, with a modified, production-based 4WD chassis and the Duramax diesel/Allison 1000 six-speed powertrain.
The Sierra All Terrain HD Concept features a unique five-foot, eight-inch Crew Cab/short box body configuration that supports a wheels-at-the-corners proportion. Shorter in overall length than production Sierra HD models, the concept features enhanced suspension and unique body dimensions, including increased ground clearance and wider track, as well as greater approach/departure angles to deliver off-road capability.
The Sierra All Terrain HD concept is propelled by the new, production 6.6L Duramax turbo-diesel V-8 and Allison 1000 six-speed automatic transmission powertrain combination offered in the 2011 Sierra HD trucks. The Duramax is rated at 397 horsepower (296 kW) and 765 lb.-ft. of torque (1,037 Nm). The 6.6L Duramax is more fuel-efficient – with up to 11% greater fuel economy than previous versions – and reduces NOx emissions by up to 63%.
With the same proven powertrain as production Sierra HD trucks, the All Terrain HD delivers comparable hauling and towing capabilities, including: est. payload capacity of 2,700 pounds (1,225 kg), est. conventional towing capacity of 13,000 pounds (5,896 kg), and est. fifth-wheel towing capacity of 15,600 pounds (7,076 kg).











The Sierra All Terrain HD also features four-wheel drive, with automatic locking front and rear differentials, while the 14-inch, four-wheel disc brake system from the production Sierra HD provides the stopping power for this unique off-roader.

2011 GMC Sierra All Terrain HD Concept

GMC has unveiled the Sierra All Terrain HD Concept which is mentioned as the exploration of heavy-duty truck capability combined with greater off-road versatility, highlighted by a bold exterior design. The new 2011 Sierra HD also underpins the All Terrain HD concept, with a modified, production-based 4WD chassis and the Duramax diesel/Allison 1000 six-speed powertrain.
The Sierra All Terrain HD Concept features a unique five-foot, eight-inch Crew Cab/short box body configuration that supports a wheels-at-the-corners proportion. Shorter in overall length than production Sierra HD models, the concept features enhanced suspension and unique body dimensions, including increased ground clearance and wider track, as well as greater approach/departure angles to deliver off-road capability.
The Sierra All Terrain HD concept is propelled by the new, production 6.6L Duramax turbo-diesel V-8 and Allison 1000 six-speed automatic transmission powertrain combination offered in the 2011 Sierra HD trucks. The Duramax is rated at 397 horsepower (296 kW) and 765 lb.-ft. of torque (1,037 Nm). The 6.6L Duramax is more fuel-efficient – with up to 11% greater fuel economy than previous versions – and reduces NOx emissions by up to 63%.
With the same proven powertrain as production Sierra HD trucks, the All Terrain HD delivers comparable hauling and towing capabilities, including: est. payload capacity of 2,700 pounds (1,225 kg), est. conventional towing capacity of 13,000 pounds (5,896 kg), and est. fifth-wheel towing capacity of 15,600 pounds (7,076 kg).











The Sierra All Terrain HD also features four-wheel drive, with automatic locking front and rear differentials, while the 14-inch, four-wheel disc brake system from the production Sierra HD provides the stopping power for this unique off-roader.

post - Christmas - post

They've all gone home, and we're left with our books, a quiet house, turkey soup simmering on the stove, and some lovely memories of Christmas 2010.

One highlight was my eldest daughter saying that her friends rolled their eyes at her because she loved coming home for Christmas and/or spending it with family -- to many of them, the kith and kin portion of the holidays is either boring or stressful, obligatory rather than enjoyable. Other daughter, son, and all the partners, quickly chimed in that they liked our Christmasses as well. Must have, all of them, because they arrived last Thursday and only left today (excepting Son and Partner, who headed up-island on Christmas afternoon for Family #2). Daughter #2 might count herself as one of the dissenters, I suppose, as she was in Aurora, but I think she missed our Christmas 'cause she found a way to Skype herself into and she phoned a few times as well.

The other big light, highbeam all the way, was two-year old Nola -- above, she's wearing a dress I hand-smocked (click for an enlarged view that shows the rocking horse detail -- my fave!) and sewed for her Aunt Megan somewhere back in 1986 or '7. There were a number of lovely echoes like that, past stitched to present. The Brio train set, for example, for which all the guys had a turn configuring, bridges, hills, crossings . . . .

Next year, I think we'll make our traditional Graham cracker faux Gingerbread houses, and I suspect everyone will be in on the candy action. . .

For now, though, Granddad and I are going to kick back with a few episodes of Angel and a big bowl of soup. . . Is your house quiet now too?

Sunday, December 26, 2010

The Best Kawasaki ZZR 1400 2011 design concept of motorsport <!--5406ea5328ce494884b3579054fb4799-->

The Kawasaki ZZR1400 also offers a relaxed riding position with low pegs for ample leg room, with its flowing design and quadruple projector beam headlights illuminating The engine position and Uni-Trak rear suspension linkage complementing the rigid frame gives the ZZR1400 great controllability at high speeds and superb road holding when sports riding. The Kawasaki ZZR1400 is developed from the ZZR1200 and ZX12R has a chassis every bit equal to the power plant, with its advance aluminium monocoque frame to give responsive handling and lightweight feel it is a very slim and compact package. Can you imagine, it took longer to read the statement than it would take for this bike to reach 60mph. MCN headline said it all. The Kawasaki ZZR1400 - 0-60 in 2.5 seconds.

It will ride at any speed - handle with assurance, has styling to draw a crowd at every stop and turn heads on every corner. With a suggested 195bhp and a potential top speed of around 200mph the ZZR1400 will be the most powerful Kawasaki branded motorcycle and will challenge the best of the best and leave them wanting. The Kawasaki ZX14 or Kawasaki ZZR1400 as it is known in the UK is a stunning motorcycle that turns its Ram air fuel injected motor into a powerful, torquey sports tourer that will be excellent on any occasion. Colour options for the Kawasaki ZZR1400 for 2010 are Black with Gold wheels or striking Black and Grey design.

Not only offering better mid range, but maintaining its position of most powerful sports / sports tourer in the market place today. Performance has been boosted both in the low rev range and at peak.  The Kawasaki ZZR1400 ABS for 2010/2011 changed in performance characteristics.

New Kawasaki ZZR 1400 2011

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Show any 2011 Kawasaki ZZR 1400 for sale on our Bikez.biz Motorcycle Classifieds. And check out the bike's reliability, repair costs, etc. Read the riders' comments at the bike's discussion group. Look at photos. Inspect technical data. 
 
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Kawasaki ZZR1400 1400 ABS 2011

List price, £10,399  Order one now before the rush. Still classed as a hyper bike but with touring potential and easy to ride with excellent road manners. Now ledgendary in the bike world the ZZR 1400 continues with the 2011 model getting new colours which are striking. ABS, 2 Years Manufacturers Warranty, Extended Warranty To 48 Months Available, 12 Months RAC Cover, UK Bike, FANTASTIC DEALS ALWAYS AVAILABLE, CALL US NOW WITH YOUR REQUIREMENTS, CHECK OUT OUR FACEBOOK PAGE, 2011 MODEL.

KAWASAKI ZZR 1400 ABS 2011 1400cc, 2011 11 Reg , 1 Delivery miles, Metallic Black.

The Best Kawasaki Z 1000 SX Tourer 2011

The general initial impression of all was that the concept  A photo shoot and tracking shots completed the group enjoyed slightly better weather for the run to lunch and the first chance to collect their thoughts and make notes in the comfort of the lunch stop. Able to “feather” the throttle on the fuel injected bikes and use the gears for braking as well as the “feel” of the radial front brakes, all riders navigated unfamiliar roads with ease and praised the confidence the bikes engendered. As an unplanned test of the handling and poise of the new bike, there could have been none better. With darkening skies, the conditions were challenging especially as it began to rain on previously sun baked roads creating what could only be described as “limited adhesion” characteristics.

Day one and the group left Malaga and made their way via Monda and Coin towards the romantic hill top town of Ronda, itself a destination for many motorcycle and car launches in this popular part of Spain with manufacturers. Representatives of the European media  including the UK motorcycle press – spent two days riding both variants of the machine on differing Spanish roads in a variety of conditions including what might be called “typical UK weather that being rain! Based on the popular Z1000 Streetfighter, the new concept is a machine which effectively bridges the gap between the naked urban concept of the Z1000 and the Supersport Ninja models by adding long distance fun yet not incorporating some of the “compromises” that many sport riders accuse conventional tourers of.  Close to Gibraltar, the popular southern Spanish town of Malaga played host to the launch of the much anticipated Z1000SX and Z1000SX Tourer in late October.

The New Kawasaki Z 1000 SX Tourer 2011

We are a family run business which go that extra mile for that personal care for the customer., £9,599 (Trade) (atbi-502N-561)  Excellent finance packages, Nationwide Delivery, Buy from a Family bussiness for that added personal care,. We are now taking orders on this so phone now to secure has these are going to be short supply in the beginning of 2011. This is surely going to be the true sports tourer to own with it stunning modern looks and superb riding position it's must be the top model to own in 2011.

The all new Z1000SX Tourer ABS is all ready making outstanding reviews with all magazines has the Sports tourer to own in 2011, And also had outstanding comments with the public at the NEC show. Manual 6 speed, 2011.  KAWASAKI Z Z1000 SX TOURER ABS 1000cc, Manual 6 speed, 2011 60 Reg , 5 Delivery miles.

Kawasaki Z1000 SX Performance 2011

The company aims the Z1000 SX at urban experienced riders who want an exciting sports tourer to make day trips. Kawasaki wanted to create a new category, a bike, which is easy to ride, comfortable and yet capable of harder sport riding. The customers van purchase ABS, too, ehich ads 3kg to the weight.

The bike features full fairing, a dual seat that looks comfortable, six-speed gearbox, chain drive, adjustable 43mm fork, adjustable rear shock. The new Kawa sports tourer comes with ABS. The newbie weighs 231 kg with ABS and is fitted with a 1043cc inline-four that produces 138hp at 9600rpm and 110Nm of torque at 7800rpm. The Japanese manufacturer presented its newest bike at Intermot show.

If You love speed but the ZX-10R was too extreme for you and you love longer jouneys but the Z1000 wasn’t comfortable enough, here’s the solution to your problem: the new Z1000 SX sports tourer.

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Saturday, December 25, 2010

MOTORCYCLE KAWASAKI NINJA ZX-10R ABS 2011-TOURING

MOTORCYCLE KAWASAKI NINJA ZX-10R ABS 2011-TOURINGMOTORCYCLE KAWASAKI NINJA ZX-10R
ABS-ROAD SHOW

MOTORCYCLE KAWASAKI NINJA ZX-10R ABS 2011-TOURINGMOTORCYCLE KAWASAKI NINJA ZX-10R
ABS-GREEN


MOTORCYCLE KAWASAKI NINJA ZX-10R ABS 2011-TOURINGMOTORCYCLE KAWASAKI NINJA ZX
10R ABS-BLACK

MOTORCYCLE KAWASAKI NINJA ZX-10R ABS 2011-TOURINGMOTORCYCLE KAWASAKI NINJA ZX 10R
ABS-RIGHT FRONT

MOTORCYCLE KAWASAKI NINJA ZX-10R ABS 2011-TOURINGMOTORCYCLE KAWASAKI NINJA ZX-
10R ABS-RIGHT


MOTORCYCLE KAWASAKI NINJA ZX-10R ABS 2011-TOURINGMOTORCYCLE KAWASAKI NINJA ZX
10R ABS-ROAD

MOTORCYCLE KAWASAKI NINJA ZX-10R ABS 2011-TOURING,NEW, MODELS, COLOR, ENGINE, SPECIFICATION, CHASSIS, FRAME.DRIVETRAIN, Dimensions, FRAME.
ENGINE
Type Liquid-cooled, 4-stroke In-Line Four
Displacement 998 cm3
Bore and Stroke 76.0 x 55.0 mm
Compression Ratio 13.0:1
Valve System DOHC, 16 valves
Fuel System Fuel injection: ø47 mm x 4 (Keihin) with oval sub-throttles, dual injection
Ignition Digital
Starting Electric
Lubrication Forced lubrication, wet sump with oil cooler

DRIVETRAIN
Transmission 6-speed, return
Final Drive Sealed chain
Primary reduction ratio 1.681 (79/47)
Gear ratios: 1st 2.600 (39/15)
2nd 2.053 (39/19)
3rd 1.737 (33/19)
4th 1.571 (33/21)
5th 1.444 (26/18)
6th 1.348 (31/23)
Final reduction ratio 2.294 (39/17)
Clutch Wet multi-disc, manual

FRAME
Type Twin spar, cast aluminium
Wheel Travel: Front 120 mm
Wheel Travel: Rear 140 mm
Tires: Front 120/70ZR17M/C (58W)
Tires: Rear 190/55ZR17M/C (75W)
Caster (Rake) 25.5º
Trail 107mm
Steering Angle (Left/Right) 27º/27º