Showing posts with label cars. Show all posts
Showing posts with label cars. Show all posts
Wednesday, 5 June 2013
honda introducing electric bike
“We are keen to use this excellent event to educate and prepare the engineers of the next generation for the use of future technology,” Satoshi Katsumata of Team Mugen said in a statement. “We are very excited about adding to the long history of Japanese manufacturers on the Isle of Man.”
Although it’s Mugen formally entering the race, Mugen essentially is a division of Honda Motor Company. It was founded in 1973 by Soichiro Honda’s son, Hirotoshi, and remains closely associated with Honda. One of Mugen’s functions as a tuner and engine builder is serving as a de facto skunkworks, proving new concepts and technologies before they’re adopted by Honda. The company has a long history of motorsports involvement, including a stint in Formula 1.
Honda has shown growing interest in electric motorcycles of late and unveiled its first electric motorcycle concept, the Honda RC-E (pictured), late last year at the Tokyo Motor Show.
Participating in the TT Zero has a nice historical symmetry for Honda. In 1959, Honda entered its first international competition on the Isle of Man, beginning a history of grand prix wins that’s carried
new electric bike with high speed
Electric Motorcycle Just Misses 100 MPH at Isle of Man
One hundred miles per hour is nothing for the race bikes racing on the Isle of Man during the famed Tourist Trophy races, but it is an elusive target for the electric motorcycles joining the action. Michael Czysz and his crew are closing in on it though.
Mark Miller lapped the 37.7-mile course aboard the MotoCzysz at an average of 94.66 mph. That’s the quickest pace yet for an electric motorcycle during the Isle of Man TT, but it’s unofficial because it happened during practice. Still, it makes Miller an early favorite to win Wednesday’s TT Zero electric motorcycle race.
“I’m really confident now with the bike and will happily not touch it now until the race,” team boss Michael Czysz — pronounced sizz, as in sizzle — said in a statement. “I think that the bike is capable of achieving the 100 mph lap as we still have something in reserve but it will require everything going right on race day.”
The team, from Portland, Oregon, led the field by more than 3 minutes during practice, putting Miller well ahead of James McBridge of ManTTX and Ron Barber, who handily won last year’s race for Team Agni. Miller hit 99.974 mph at one point. The government of the Isle of Man has promised £10,000 to the first team to achieve 100 mph.
Ten teams are competing in the TT Zero, which split from the TTXGP to stage its own race under rules set by the FIM.
new electric bike 2013
Rutter handily beat the guys from Mugen Racing to take his third win in as many years in the electric bike class, which started racing in 2009. He and Mugen’s John McGuinness blew past last year’s TT Zero lap record during Saturday’s practice, then raised the bar again during today’s race. Rutter averaged 109.675 mph on the 37.7-mile road course, while McGuinness hit 109.527 on the Honda-funded Mugen Shinden Ni.
They easily eclipsed the 104.056-mph benchmark Rutter set last year. Such speeds might not seem like much compared to the high-strung liter bikes that regularly average 130 mph or so lapping the course. But the progress electric bikes have made in a scant four years is astonishing.
In 2009, Rob Barber set an average speed of 87 mph on an AGNI, a pace seen from the Norton Manx in the mid-1930s. The following year, Mark Miller hit 96.8 mph on the first MotoCzysz, matching the pace the fastest bikes set in the ’50s. Rutter was the man to beat for the past two races at 99.6 mph in 2011 and a tick more than 104 in 2012. The MotoCzysz is now on par with the fastest machines of the 1980s and ahead of some of the smaller V-twins racing this year.
We hear you back there saying, “Yeah, yeah. So he’s as fast as a first-gen GSX-R. Big deal.” But consider this: Electric bikes have accomplished in four years the jump in performance it took gas bikes four decades to achieve.
Unlike previous years, this was a race to the finish. Two teams were in contention to win, with the Honda-backed Mugen outfit the early favorite with the Shinden Ni. It weighs 44 pounds less than its competitors, carries more juice and relies on a sophisticated cooling system that utilizes both coolant and oil. Rumors say development of the Mugen bike eclipsed $4 million.
With McGuinness leading by 10 seconds in the latter half of the race, Rutter might’ve been out for the day. But he managed to narrow the gap, pass McGuinness and take the win with a scant 1.6 seconds to spare. It was one hell of a get-well-soon gift for team boss Michael Czysz, who is undergoing chemotherapy and couldn’t be on the Isle for the race.
With a nail-biting race powered by bikes that are developing quicker than anything in the field, electric bike racing is finally coming into its own, and we’re only four years in.
Tuesday, 4 June 2013
5 worls most powerfull car 2013
Fastest Car in The World: The title contenders
1)Koenigsegg Agera R: 273mph/439.3kph (claimed).
A lot of people will dispute the Agera R being given the title of ‘fastest car in the world’, as no official evidence has been produced to show the Agera R reaching 273mph. However, the tiny Swedish manufacturer insists the car is capable of that speed and it is expected to seek official certification from a body like the Guinness World Records soon. The Agera R can do 0-62mph(100kph) in an astonishing 2.9 seconds, 0-200mph in 17.68seconds and 0-300kph in 14.53seconds — which was a record for acceleration until the Hennessey Venom GT (below) did it in just 13.63 seconds in early 2013. The Agera R has a 5.0 liter V8 twin-turbo engine producing 1,140bhp and costs a meagre $1.6million. You can see a great video review of the car by the experts
20 May, 2013 No Comment
EVERYONE wants to know what the fastest car in the world is and here is a list of the cream of the crop.It gives you a thorough guide as to the main contenders, talks you through the rest of the world’s fastest automobiles, and reveals the two main future potential holders of the most prestigious title in cars.
The list is based on top speed rather than acceleration. It doesn’t have an outright winner because not all speeds have been certified. If you were to go on certification alone the Bugatti Veyron Super Sport would be the fastest car in the world, but the makers of the Koenigsegg Agera R say it can go faster and claim they are just waiting to get its 273mph top speed certified. The world awaits…
Fastest Car in The World: The title contenders
1)Koenigsegg Agera R: 273mph/439.3kph (claimed).
2)Bugatti Veyron Super Sport: 267.8mph/430.9kph (certified).
The Veyron Super Sport broke the record for the world’s fastest production car on July 4 2010 on Volkswagen’s high-speed Ehra-Lessien test track in Germany, with the time verified by officials from Guinness World Records. It averaged the speed during laps in both directions of the oval track, as required by the rule book. The car sold to customers is electrically limited to 258mph/415kph to stop the tyres exploding — which has led to Bugatti’s official title being disputed in the past. In April 2013, its Guinness Record status was taken away because Guinness decided that the speed limiter meant it had been ‘modified’, which is not allowed under their definition of a ‘production car’. The Ultimate Aero TT (at the time the world’s second fastest car) at that point claimed the record. But just days later Guinness did a bizarre U-turn and decided limiting the top speed was not an actual modification as it “does not alter the fundamental design of the car or its engine”. Some may beg to differ with this, and we can see why. But anyway, the Super Sport’s official Guinness title of fastest car in the world holds today. It does 0-60 in 2.4 seconds, has an 8.0 liter W16 engine producing 1,200bhp and costs an astonishing $2,400,000.
20 May, 2013 No Comment
EVERYONE wants to know what the fastest car in the world is and here is a list of the cream of the crop.It gives you a thorough guide as to the main contenders, talks you through the rest of the world’s fastest automobiles, and reveals the two main future potential holders of the most prestigious title in cars.
The list is based on top speed rather than acceleration. It doesn’t have an outright winner because not all speeds have been certified. If you were to go on certification alone the Bugatti Veyron Super Sport would be the fastest car in the world, but the makers of the Koenigsegg Agera R say it can go faster and claim they are just waiting to get its 273mph top speed certified. The world awaits…
Fastest Car in The World: The title contenders
1)Koenigsegg Agera R: 273mph/439.3kph (claimed).
2)Bugatti Veyron Super Sport: 267.8mph/430.9kph (certified).
You can see James May from British television show Top Gear reaching 259.4mph/417.6kph in the Super Sport and a test driver doing 267mph/431kph here:
3)Hennessey Venom GT: 265.7mph/427.6kph (certified)
As mentioned above, the Hennessey Venom holds the official Guinness World Record for the fastest production car to accelerate from 0-300kph, doing it in just 13.63 seconds. On April 3 2013 the car reached a top speed of 265.7mph at the US Naval Air Station in Leemore, California. The car was fitted with GPS speed-recording kit from respected data-logging firm VBOX, whose officials verified the time. The Hennessey GT’s top speed sits ahead of the Bugatti Veyron’s limited 258mph, so if you’re of the view that the limiter should be classed as a modification, the Hennessey is currently the fastest car in the world. It costs just $1million, and has a 7.0 liter V8 twin turbo engine producing 1,244bhp. You can see the Venom GT breaking the acceleration
20 May, 2013 No Comment
EVERYONE wants to know what the fastest car in the world is and here is a list of the cream of the crop.It gives you a thorough guide as to the main contenders, talks you through the rest of the world’s fastest automobiles, and reveals the two main future potential holders of the most prestigious title in cars.
The list is based on top speed rather than acceleration. It doesn’t have an outright winner because not all speeds have been certified. If you were to go on certification alone the Bugatti Veyron Super Sport would be the fastest car in the world, but the makers of the Koenigsegg Agera R say it can go faster and claim they are just waiting to get its 273mph top speed certified. The world awaits…
Fastest Car in The World: The title contenders
1)Koenigsegg Agera R: 273mph/439.3kph (claimed).
2)Bugatti Veyron Super Sport: 267.8mph/430.9kph (certified).
You can see James May from British television show Top Gear reaching 259.4mph/417.6kph in the Super Sport and a test driver doing 267mph/431kph here:
3)Hennessey Venom GT: 265.7mph/427.6kph (certified)
SSC Ultimate Aero: 256.18mph/412.28kph
The SSC Ultimate Aero has twice been named the fastest car in the world. On September 13 2007 it clocked 256.18mph (412.28kph) in West Richland, Washington, US, and had the speed verified by Guinness in October of that year. At the time the Bugatti Veyron’s top recorded speed was 253.7mph (408.3kph) and the $695,000 Ultimate Aero held the fastest car in the world title for two years and nine months until Bugatti took the crown again when their Super Sport model reached 267.86mph (431.072). In April 2013 the record was given back to the SSC due to the controversy over the Super Sport’s speed limiter — but it only managed to hold on to it for a week before Guinness decided that the speed limiter wasn’t a modification after all and handed the record back to Bugatti. The Ultimate Aero has a 6.8 liter twin-turbo V8 engine producing 1,287bhp. SSC is set to release an XT version of the Ultimate Aero which they say is capable of doing 273mph, before winding up the model’s production. It will be replaced by the Tuatara, which SSC claim will have a top speed of 276mph.
mercedes 2013 model
The Mercedes-Benz GLK 350 is an odd duck to some, and a tall SUV/wagon
that just makes sense to others. The new 2013 model makes evolutionary
changes inside and out, and they’re basically all good ones. You’ll find
a subtle but effective facelift, a cabin that certainly comes across as
more luxurious and upscale, and some changes under the hood as well.
hough it looks familiar at first glance, the 3.5L V6 is updated.
Mercedes has added direct injection, which makes for a significant bump
in power (302 hp at 6,500 rpm) as well as in fuel efficiency. The
aluminum mill is rated at 274 lb-ft of torque at 3,500 rpm, which is
also an improvement.
The seven-speed automatic sends the power to all four corners via Mercedes’ 4Matic permanent all-wheel-drive system and everything works in concert to shove this 1,845 kg (4,067 pounds) box around town.
Fuel efficiency was one of several complaints that buyers of the previous generation had. It’s improved with the new GLK. Fuel economy is rated at 11.1 L/100 km in the city and 8.1 L/100 km on the highway. I spent most of my week with it commuting – slow city driving, occasional freeway trips, one sprint down the highway – and averaged 12.2 L/100 km. The GLK has a 66 L tank and you’ll need to fill it with premium fuel.
The GLK’s exterior has seen a refresh rather than a restyle. The major styling cues remain – a very upright windshield, short wheelbase on a long, tall wagon-like SUV and a boxy set of lines all around.
The shape has always appealed to me, but I found it to be quite polarizing with onlookers. It’s a bit of a love it or hate it shape. The new chin sports a mass of chrome that might be accused of looking like a skidplate, there’s a wide strip of LED driving lights across the front intake openings, the tailpipes are now wider (and more flattened) and there are other little nips and tucks to be found.
I enjoyed the huge 20-inch rims that fill the wheel wells, shod with serious 235/45-sized rubber. The grille is home to one of the bigger three-pointed stars out there. Hilariously, as we were standing in front of the car looking at the grille, someone asked me what kind of car this was. Um…
Anyway, sometimes it’s nice to see a departure from the smooth, flowing curves and lines that are so commonplace now. I like that Mercedes, a manufacturer that is capable of pulling off those smooth lines, took a step in a different direction with the GLK.
One of the biggest issues with the previous generation GLK was the interior. It simply didn’t say luxury. Actually, it barely even whispered it. I think that Mercedes has done a bang-up job with this refresh. The interior has been brought up to current luxury standards and the materials are very nice – the short dash and upper door panels are soft-touch plastic, and the middle of the door panels are upholstered in stitched, leather-like material. Headroom is outstanding, even though there is a dual-pane sunroof overhead.
The heated seats are extremely comfortable and power-adjustable and both front seats have three-position memory settings. I would have preferred some more bolstering for spirited driving.
The seven-speed automatic sends the power to all four corners via Mercedes’ 4Matic permanent all-wheel-drive system and everything works in concert to shove this 1,845 kg (4,067 pounds) box around town.
Fuel efficiency was one of several complaints that buyers of the previous generation had. It’s improved with the new GLK. Fuel economy is rated at 11.1 L/100 km in the city and 8.1 L/100 km on the highway. I spent most of my week with it commuting – slow city driving, occasional freeway trips, one sprint down the highway – and averaged 12.2 L/100 km. The GLK has a 66 L tank and you’ll need to fill it with premium fuel.
The GLK’s exterior has seen a refresh rather than a restyle. The major styling cues remain – a very upright windshield, short wheelbase on a long, tall wagon-like SUV and a boxy set of lines all around.
The shape has always appealed to me, but I found it to be quite polarizing with onlookers. It’s a bit of a love it or hate it shape. The new chin sports a mass of chrome that might be accused of looking like a skidplate, there’s a wide strip of LED driving lights across the front intake openings, the tailpipes are now wider (and more flattened) and there are other little nips and tucks to be found.
I enjoyed the huge 20-inch rims that fill the wheel wells, shod with serious 235/45-sized rubber. The grille is home to one of the bigger three-pointed stars out there. Hilariously, as we were standing in front of the car looking at the grille, someone asked me what kind of car this was. Um…
Anyway, sometimes it’s nice to see a departure from the smooth, flowing curves and lines that are so commonplace now. I like that Mercedes, a manufacturer that is capable of pulling off those smooth lines, took a step in a different direction with the GLK.
One of the biggest issues with the previous generation GLK was the interior. It simply didn’t say luxury. Actually, it barely even whispered it. I think that Mercedes has done a bang-up job with this refresh. The interior has been brought up to current luxury standards and the materials are very nice – the short dash and upper door panels are soft-touch plastic, and the middle of the door panels are upholstered in stitched, leather-like material. Headroom is outstanding, even though there is a dual-pane sunroof overhead.
The heated seats are extremely comfortable and power-adjustable and both front seats have three-position memory settings. I would have preferred some more bolstering for spirited driving.
honda car 2013 parts
There were low points in the past few years when we doubted Honda, but Big H might be on its way back. The new, ninth-generation Accord
is a convincing reminder of the company’s core values and—considering
all Honda has been through, including an earthquake that smashed its
Tochigi R&D center and floods in Thailand that crimped production—a
triumphant return to form.
This latest Accord is 3.5 inches shorter bumper to bumper and 0.9 inch tighter at the wheelbase than its fleshy predecessor. Yet once again, Honda conducts a master class in packaging. Against its porcine predecessor, the 2013 car’s cabin dimensions vary hardly at all. The Accord still feels like one of the biggest cars in the segment, with two roomy and extra-comfortable front buckets and a back bench you and two friends can stretch out on. Moreover, the capacious trunk is even larger, maximum volume having increased by over one cubic foot.
The overhauled DOHC 2.4-liter four falls under the somewhat nonsensical Earth Dreams marketing slogan; more important, however, is that it represents Honda’s first whack at gasoline direct injection for the North American market. Your only automatic alternative to the six-speed manual with this engine is a Honda-built continuously variable transmission (CVT) called the G-Design Shift (Honda’s committee for cutesy names has been working overtime).
This latest Accord is 3.5 inches shorter bumper to bumper and 0.9 inch tighter at the wheelbase than its fleshy predecessor. Yet once again, Honda conducts a master class in packaging. Against its porcine predecessor, the 2013 car’s cabin dimensions vary hardly at all. The Accord still feels like one of the biggest cars in the segment, with two roomy and extra-comfortable front buckets and a back bench you and two friends can stretch out on. Moreover, the capacious trunk is even larger, maximum volume having increased by over one cubic foot.
The overhauled DOHC 2.4-liter four falls under the somewhat nonsensical Earth Dreams marketing slogan; more important, however, is that it represents Honda’s first whack at gasoline direct injection for the North American market. Your only automatic alternative to the six-speed manual with this engine is a Honda-built continuously variable transmission (CVT) called the G-Design Shift (Honda’s committee for cutesy names has been working overtime).
The 2.4-liter is quieter at idle than some
other direct-injection engines with their clattering high-pressure
injectors, particularly Hyundai’s. And the Honda likes to rev, sounding
healthy and full throated at its 6400-rpm power peak. But it’s the CVT’s
tuning that makes the Accord feel fleet. The typical rubber-band delay
has been minimized, and the throttle responds curtly when you ask for
acceleration (although sometimes with some audible transmission whine at
high revs). In mountain snakers as well as on city streets, the CVT
works so efficiently that it all but disappears, and you never notice
the lack of a manual control. Of course, we’d prefer the optional
six-speed stick, with its tightly spaced gates and short throws—but,
finally, a belt-and-pulley transmission we can live with!
Somewhere
between 15 and 20 percent of Accord buyers opt for a V-6, and for them,
the 3.5-liter goes up slightly in horsepower to 278. But the news with
this engine is its lighter weight due to items such as plastic cam
covers and work on the Variable Cylinder Management system that
increases the time the engine runs on three cylinders. In motion, the
cylinder cutout is completely transparent, and the V-6 does what it’s
supposed to: provide more sophisticated and effortless propulsion.
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