2009 TechArt Porsche 911 Carrera 4S Cabriolet

Porsche 911 Carrera 4S Cabriolet 2009 TECHART- Front Side Picture

Unmistakeable design characterises the latest TECHART program for the 911 Porsche models from mod. 09, presented as a world premiere at the Geneva Auto-Salon 2009. Based on the Porsche 911 Carrera 4S Cabriolet 2009 model, the design highlights the aesthetics, sportiness and dynamics of the vehicle.

Porsche 911 Carrera 4S Cabriolet 2009 TECHART Cabriolet - Cockpit Interior Picture

The elegant exterior design comprises components which create a sense of fully formed sportiness and balanced aerodynamic driving.

The elegant front spoiler blends in seamlessly with the form of the bumper and exudes pure sportiness. Power optimising sill panels emphasise the elongated side lines and add a touch of the dynamic to the flanks of the vehicle. The deep sitting rear diffuser as well as the wing profile of the rear spoiler define this sovereign look.

Delicate decorative detailing, headlight and mirror trims, a roof spoiler in carbon or PU-RIM material and air outlet grills integrated into the front apron complete this spirited appearance.

A wide range of different leather furnishings, matching colour 3-spoke airbag sports wheel, aluminium pedals and decorative borders are just some of the furnishing options available. There are virtually no limits to individual design, as far as the TECHART manufacturers are concerned. The silver-coloured accenting appears on the dashboard, decorative door trims, infotainment system panel, central console, seat back covers and clothes hooks.

Porsche unveils 2009 911 Carrera 4 and 4S

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Well, you knew this was coming. Porsche has followed up the debut of its freshened 997 rear-wheel-drive range with the introductions of the all-wheel-drive 2009 911 Carrera 4 and Carrera 4S. Visually, the C4 and C4S are immediately distinguishable from their 2WD counterparts via the red reflector strip spanning the width between the taillamps. That's a nice touch that brings back some fond memories of the 911s of our youth. The C4's rear bodywork is also wider than that of the 2WD cars. Up front, you'll find the same schnoz introduced a couple of weeks ago.

As with the Carrera and Carrera S, the C4 range also gets the new, direct-injected engines and the optional seven-speed Porsche Doppelkupplung (PDK) twin-clutch gearbox. Power is up, and so is efficiency, while emissions output goes down. The Carrera 4's 3.6L flat six makes a stout 345 horses, and the step-up Carrera 4S pumps out 385 ponies from its 3.8. It's not just the engine and tranny that are new -- the previous car's all-wheel-drive system has now been replaced by Porsche Traction Management, which trickles down to the C4 from the mighty 911 Turbo. Want to scoff at lousy weather and still drive a 911? Come October (in Europe) your new ride will be waiting.

4s trends 2011

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2014 corvette engine

2014 corvette engine

2014 corvette engine


2014 corvette engine

2014 corvette engine


2014 corvette engine

2014 corvette engine


2014 corvette engine

Corvette Stingray Concept Speedster spotted in Beverly Hills

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The Corvette Stingray Concept was featured in Transformers 2: Revenge of the Fallen and then unveiled at the 2009 Chicago Auto Show. However that was a coupe model which is like the vehicle spotted in Beverly Hills recently. Of course, Beverly Hills had the chance to see a Speedster version of the 50th Anniversary Corvette Stingray Concept parked in the area. And since GM has said absolutely nothing about a Speedster version we can only assume that this is the work of a tuning firm.

Compared to the standard Stingray concept, the Speedster version features - besides missing the top - a different hood with dual openings in the front, no LED vertical headlights – a more conventional lighting system appears tucked into the front recesses, different wheels, and a different front grille.

However, there might be another explanation for this strange sight. We have to consider the fact that since Transformers 3 is in the works, it might be possible the Speedster version was specially developed for the movie. Or could this be the 2014 Corvette? Don’t worry, we’re kidding!


Corvette C7 coming in 2012

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If you like Corvettes, this is going to make you smile. Fresh out of bankruptcy court, General Motors announced its two-year product plans for Chevy, Caddy, Buick and GMC. Included are go codes for the new C7 Corvette. The plan is to introduce the C7 in April of 2012 as a 2013 model — a big improvement over the old plan to not reinvent the Corvette until 2014. Let’s just state this up front — almost nothing at all is known about the new Corvette. It appears as if plans for a mid-engine Corvette have been put aside. Like all Corvettes before it, the C7 will feature an engine up front driving the wheels out back. Other than that…

The rumors are that the C7 will be smaller and lighter than the current welterweight C6. There’s talk of using more advanced materials like carbon fiber, aluminum and magnesium as well as smaller engines. Calm down, calm down — as the ZR1 showed us, less displacement doesn’t always mean less power. Especially when a positive-displacement Roots-type supercharger’s in the mix. There’s chatter that the C7′s design might be based on the Stingray Concept from the 2009 Chicago Auto Show, but we’re hoping it’s not. More details as they become available.

Corvette C7 delayed until 2014

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First rumors said the new Corvette C7 would be revealed sometime in 2011, but now it seems there will be a longer wait for the next generation of the gas-hungry American icon. General Motors has delayed the next generation Covette C7 until the 2014 model year.

This delay comes with some good news for Corvette purists. The idea to go mid-engined looks like its been scrapped due to budget concerns of creating a totally new car. Other possible good news is that by the time the new Corvette hits the streets we may have sorted out the gas crisis, and the rumors of a V6 base version (a sin in Corvette circles) may have time to die out.

Both pieces of news are nothing new to Corvette. The C6 was introduced in 2005, and by the time its replaced, the nine-year life cycle is almost average for the sports car (the C3 lasted for fourteen years and the C4 was around for twelve). As far as a V6 under the hood, the Corvette’s first engine was a V6, the V8 wasn’t available until two years later.


Next-Generation C7 Corvette on Hold – Indefinitely

C7 Corvette Rendering

It was just two weeks ago that Motor Trend reported the next generation Corvette would be pushed back to 2014. With turbulent economic crises threatening the very existence of the Big 3 automakers, word comes from AutoWeek that GM has put plans for the C7 Corvette on indefinite hold with no official word or set timetable.

Luckily, none of the sources are suggesting that the Corvette will go away. Corvette Vehicle-Line Executive Tom Wallace told AutoWeek “No one is saying we’re not doing Corvettes. We’re still bullish on Corvettes.” When asked directly if there was any chance the Corvette would die, Wallace stated emphatically “No way.”

Talk is now about the how the C6 Corvette’s run can be extended. One version of the story is that the C6 could be upgraded significantly in 2012 as a ’13 model. Wallace says we’ll see changes sooner than that. “There are changes, some neat stuff, coming for 2010 that I can’t talk about yet.”


Sneak Peek: 2014 Chevrolet C7 Corvette

2014 Chevrolet C7 Corvette Rear Three Quarter View

No future for the mid-engine Corvette



With GM facing well-publicized challenges -- along with just about everyone else who needs a little thing called money -- certain high-profile and expensive programs are crowding up on the back burner. Even America's sports car, the Corvette, is not exempt, with CAFE regulations clouding the view inside the 'Vette Nation's crystal ball.

Motor Trend
, commenting on the C7 Corvette's delayed arrival, has said that the new coupe won't appear until the 2014 model year at the earliest. The mid-engined route has also been scrapped, since it would simply cost too much to re-engineer the entire car for the purpose of easier integration of fuel saving tech like cylinder deactivation.

That means a six-cylinder is still being talked about -- by GM outsiders only, at this point -- as an option for the C7. If we take the Camaro as an example, that 2014 introduction date could mean late 2012, but that still only gives you four years to mentally prepare for a budget- and economy-minded V6 Corvette. Get cracking.

2014 Corvette Spied!

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Now that the 2012 Porsche 911 Carrera has been revealed in the flesh, all enthusiast eyes are turning toward General Motors, where the 2014 Chevrolet Corvette has assumed the mantle of the most anticipated future product in the car world.

Yes, America does still build rocket ships, as Chevy likes to say, and the C7 promises to live up to that hype. Spy shots of the car offer several clues as to how the next-gen Corvette will differ from its direct predecessors yet perhaps draw on the car's singular heritage.

Looking at these photos, it's evident the wheelbase of the Corvette will change. The wheels, particularly in front, are clearly off-centered in this C6 body shell being used as a test mule. This indicates a longer wheelbase which could return a more comfortable drive character. The photos also suggest a narrower layout.

In back, there's a quad exhaust configuration, though intriguingly, the outer two pipes are capped off. That could have a variety of implications.

Corvette also sells the C6 with two frames, one made of steel for the base versions and an aluminum frame for the Z06 and the ZR1. It's expected that the C7 will go strictly with steel.

GM said in May that it will spend $131 million and will add 250 jobs to improve the Bowling Green, Ky., factory that builds the Corvette. That's a dramatic increase from the $39 million spent in 2005 when the site changed over to produce the C6. The facility has built Corvettes for 30 years.

Production of the C7 will begin in 2013, and the car launches as a 2014 model.

That dramatic increase in spending has led to speculation that the Corvette could be in for a major facelift. Reports have suggested a seven-speed manual transmission could be offered. It's also possible that the 6.2-liter V8 could be downsized, perhaps to about 5.5 liters. The current V8 in the Corvette ZR1 employs supercharging, but twin-turbocharging has also been rumored as a future technology. A V6--perhaps reinforced with some kind of forced-induction and making a high output--has also been generating considerable chatter among Corvette fans.

Also look for some carbon fiber, but not as extreme as the tactics employed by some supercar makers such as Lamborghini.

GM design chief Ed Welburn has told Autoweek that the Stingray concept from the 2009 Detroit auto show will not be the C7. But many reports have suggested that the next Vette could get a split-window option.

Chevy has sold 9,123 Corvettes through the first eight months of 2011 in the United States, a 5 percent uptick compared with the same period in 2010.


2010 Nissan Leaf electric car

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It would be easy to paint Nissan as late to the burgeoning U.S. green party, as the company essentially only counts the Altima Hybrid to sell among its alt-fuel offerings – and that sedan utilizes technology borrowed from Toyota, and it's only sold in a few states in small volumes. While that may be the case, Nissan says their near-term prospects are really quite different. While the company has admittedly been cautious in marketing alt-fuel vehicles in North America, they have been hard at work developing electric vehicles – as well as the advanced lithium-ion batteries to support them – since 1992. What's more, officials say they are now singularly well-placed to leapfrog "transitional" powertrain solutions like gas-electric hybrids in favor of genuine zero-emissions vehicles, and they are promising that their first pure-electric car will reach U.S. shores late next year.

That car, the Nissan Leaf shown here, is the reason we find ourselves in the company's brand-new Yokohama headquarters today. Designed as a four-to-five seat, front-drive C-segment hatchback, Nissan says the Leaf is not just for use as a specialty urban runabout, but rather, it was designed as an everyday vehicle – a "real car" whose 160-kilometer+ (100 mile) range meets the needs of 70% of the world's motorists. In the case of U.S. consumers, Nissan says that fully 80% of drivers travel less than 100km per day (62 miles), making the Leaf a solid fit for America's motoring majority, even taking into account power-sapping external factors like hilly terrain, accessory draw, and extreme temperatures.

We were afforded an advance look at the Leaf ahead of the car's unveiling today, and while it was a hands-off affair, we did have the chance to formulate some in-the-metal first impressions and take a deep dive into the car's technology. Click through to the jump to learn all about it.

Nissan Leaf drives like a 'real car'

The Leaf takes 18 hours to recharge on 110V circuit.

Boucherville, Que. – The goal of testing any vehicle, as I have elucidated many times, is to evaluate it relative to its intended use and competition.

Personal viewpoints about the viability of a market segment or the relative health of a company’s coffers may be relevant, but they should be discussions for another time and place.

A road test should be a completely objective assessment of particular merits, especially compared with the specific models against which it competes. It’s no good complaining that a Chevy Silverado pickup doesn’t handle like a Ferrari if the intended customer is really concerned about payload and towing capacity. And, to an autojournalist, it shouldn’t matter if he or she doesn’t personally like SUVs, only whether the Range Rover is indeed superior to its sport-brutish competition.

So, while the fact I am skeptical that non-range-extended electric vehicles are the salvation to all the ills of the internal-combustion engine, that’s a subject best kept to a Motor Mouth column.

This, being a road test, should not be concerned with EV viability so much as whether the Nissan Leaf is a better or worse electric vehicle than other EVs I’ve tested — namely the range-extended Chevrolet Volt, Mitsubishi’s i-MiEV and even Mini’s little E. So, while the Leaf, with apologies to Chevrolet’s Volt, may well be the very face of the electrification of the modern automobile, the real question is: “How does it drive?”

Surprisingly well, as a matter of fact. As Ian Forsyth, Nissan Canada’s director of corporate planning, says, the biggest surprise to all who test the new Leaf — consumer and professional road-tester alike — is how much the Leaf is like a “real car.”

Indeed, other than the eerie silence that accompanies any electric vehicle’s operation, there’s precious little — except for the multi-coloured, multi-panelled digital gauge display with floating trees and the like that all environmentally conscious automakers insist on foisting upon us — to differentiate the Leaf from a garden-variety Versa, which the Leaf resembles, at least in size and some areas of comportment.

That means there’s brisk acceleration to about 120 kilometres an hour, the electric motors’ prodigious torque at low speed making the Leaf quite responsive around town. If one were looking for an internal-combustion analogy — and enviroweenies will surely blanch at the comparison — the Leaf feels as torquey as a mid-displacement V6 at low speeds but only as powerful as a small four-banger once moving.

The transmission, what little there is, shifts much like a conventional automatic; over and forward for reverse, over and back for drive. Indeed, other than that eerie silence — punctuated by a slight whistle (to alert pedestrians) below 40 km/h and a beeping when reversing — and a complete lack of vibration, there’s simply nothing to differentiate the Leaf from any other car. The benefits of that lack of noise, vibration and harshness should not be diminished — it can be more relaxing to drive than a conventionally fuelled car in the urban grind.

The Leaf is about the same size as Nissan’s own Versa (though it weighs almost 300 kilograms more) and uses Versa-derived suspension bits, so it’s hardly surprising if its comportment is similar to the compact (the Volt, by the way, is similarly based on Chevy’s Cruze, so it, too, rides like a compact sedan). The ride is on the harsh side of firm but not destructively so, and the handling is surprisingly agile because the 300 or so kilograms of lithium-polymer battery are built into the cabin floor, lowering the centre of gravity.

Much has been written about the compromises that have been made to extend the Leaf’s range, namely re-engineering the heating and air conditioning systems to use less electricity. Heating a car’s cabin in the winter takes an extraordinary amount of energy, sapping the Leaf’s 24-kWh battery of electrons that could otherwise drive the wheels. Nissan’s solution is to heat all the seats (even the rear perches have a built-in electric heater), allowing the range-conscious owner to save those precious electrons for motivation. Indeed, one of the primary functions of the Leaf’s Eco mode, besides altering throttle response and increasing regenerative braking, is to moderate the HVAC system’s energy usage; it’s enough to extend range by about 10 per cent over the normal “power” mode.

That’s not to say that the air- conditioning system can’t generate much heat. Though it was still summer, I decided to crank up the Leaf’s interior to a sweltering 32 C. Although the electrically heated water-circulation system isn’t quite as fast to get to full boil as a conventional system, there’s adequate heat output. That said, the air-conditioning system gets fully frosty almost immediately, something my dear old dad — suffering from heat-induced COPD — would dearly welcome. Overall, I don’t expect the Leaf to sacrifice much in the way of creature comforts.

It’s also fairly roomy, its 90 cubic feet of interior volume qualifying as mid-sized (according to the EPA’s rating system, at least), though it looks like a compact-sized hatchback.

Headroom is NBA approved and, thanks to the upright seating position, there’s a lot of legroom, even in the rear. There’s also plenty of cargo space (20 cu. ft.) but, unfortunately, lowering the rear seats doesn’t result in a completely flat cargo floor because of the protrusion caused by the on-board charging unit.

A final gripe is that, although the interior build quality — namely the panel gaps — is excellent, it looks as if Nissan, as Honda did with its latest Insight hybrid, tried to offset some of the high cost of the EV technology by saving on materials. The interior’s plastic is simply not up to the standard compared to a conventional car costing $38,395 (the Leaf’s base price). And though the seat covering materials are laudable for having been created from recycled plastic bottles, they, too, are not up to snuff for a car that is priced like an entry-level luxury sedan.

These, however, are the few disappointments in the Leaf.

Of course, the bigger question is whether the Leaf is useful. I can’t decide whether an EV is appropriate for your lifestyle and driving habits, but I can tell you the following: Nissan claims — depending on how fast and where you drive — a range of between 100 and 160 kilometres on a charge. I managed 140 driving abnormally reasonably, which suggests that’s what’s achievable without “high-miling” it. Judge for yourself whether that will be adequate for enough of your driving to make it worthwhile. Remember that the car will take 18 hours to recharge on a 110-volt circuit and a full seven hours on 220V. The 30-minute recharge time you may have heard bandied about is only available if you buy a 480-volt/70-amp charging unit that currently retails for anywhere between $20,000 and $50,000!

As for comparisons with other EVs, the Nissan is more of a grown-up car than Mitusbishi’s i-MiEV. That’s neither a compliment nor an insult; those who consider EVs as small urban vehicles may think the i-MiEV is more appropriate. If you want a substitute for your everyday car, the Leaf might be more your size. The more obvious comparison is to Chevrolet’s Volt. Interestingly, despite the differences in technology and shape, there’s little difference in comportment and size. The biggest compliment I can pay the Leaf is that it is as good an electric car as the Volt; General Motors, after all, had a head start with the Saturn EV1 and, therefore, should be the segment leader. The difference is, of course, each car’s range. The Volt can travel 64 km on electric power alone, after which it reverts to its gasoline backup. The Leaf should average around 140 km on electric power alone, after which you’re the Pony Express waiting for your horse to be fed.



Electric Nissan LEAF coming to Massachusetts in time for Christmas

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After making its fully electric hatchback automobile available in states with moderate climates in Dec. 2010, it seems the Nissan LEAF will finally be making its way to New England.

On Thursday, Nissan dealers in Connecticut, New Hampshire, New York, New Jersey, Colorado and the Bay State began taking orders for the eco-friendly buggy, which reportedly nets a 100 mile journey on a single charge.

The automaker says eager customers can expect delivery of the 2012 model, which has been equipped with "quick-charging and cold weather features," in December.

"Consumers have spoken, and it's clear that they are looking for a car that produces zero emissions and uses no gas," said Brian Carolin, senior vice president, Sales and Marketing, Nissan North America. "We are seeing tremendous consumer interest in the Nissan LEAF in these new markets, particularly in the New York metropolitan area."

Nissan Leaf

The LEAF's debut in colder climates was delayed when initial tests showed that the cold weather had a negative impact on the vehicle's mileage. The 2012 model includes a battery warmer to prevent the impact of the cold on performance.

The new model's pricing starts at $35,200, according to Edmunds.com, and represents an increase of more than $2,000 over the 2011 model.

Western Massachusetts Electric Company recently announced that it will be installing charging stations at the Springfield Community College Technology Park in Springfield, the Courtyard Marriott Hotel in Hadley and another in Pittsfield.

With pre-orders kicking off in the Northeast U.S. and Colorado this week, Nissan says it will make the LEAF available in Delaware, Indiana, Louisiana, Nevada, Ohio, Pennsylvania, and Rhode Island by the end of the year.


BMW Plug-in Hybrid Sports Car Coming in 2013

BMW Vision EfficientDynamics
senior BMW executive last week told Edmunds.com that its 356-horsepower plug-in hybrid 2+2 concept sports car is headed for production in 2013. Only time will tell if the comment is backed by a real commitment from BMW. Regardless, the vehicle follows an emerging trend that the world’s fastest, most exotic, and most expensive sports vehicles will utilize some form of efficient electric-drive technology. It also, once again, shatters the image of a hybrid as slow and dorky.

“It’s the sports car of the future, the way BMW imagines it.” That’s how Adrian van Hooydonk, director of BMW’s group design, described the “BMW Vision EfficientDynamics” two-door vehicle that was unveiled at last year’s Frankfurt Auto Show. BMW’s overarching goal was to combine breath-taking speed and groundbreaking efficiency. In the BMW Vision, that boils down to 4.8-second 0-to-60 miles per hour acceleration and 63 mile to the gallon.



2013 BMW 3-Series gets new facelift

2013 BMW M3 1 620x346 2013 BMW 3 Series gets new facelift

Here is a sneak peek of the 2013 BMW 3-Series. Like with many BMW iterations, only subtle changes are made in the 2013 BMW 3-Series. BMW will introduce its next generation BMW 3-Series with the codenamed F30, in the first quarter of 2012. BMW will offer five different 3-Series body styles for the first time with the standard four-door sedan in March 2012, touring wagon in September 2012, coupe in September 2013, and the hardtop convertible model in the third quarter of 2013.

The BMW 3-Series comes with four engine configurations for the new four bangers. From a 136 horsepower 1.6-liter to a 252 horsepower 2.0-liter gas engines, and 150 horsepower 1.6-liter to 245-hp 2.0-liter turbo diesel engines. No words on the V6 engine yet but we assume it will be same as this year model.

The next-generation BMW M3 also come in coupe and convertible models, and both will likely get a 3.0-liter twin-turbo straight six-cylinder engine that pumps out about 450 hp. Below is the spy video of the 2013 BMW 3-Series.