New Cars Update

Thursday, 4 March 2010

Pagani Zonda Sports Car review

Pagani Zonda R Clubsport full cell concept sport car

The Pagani Zonda R Clubsport - 220 mph (354 km/h) is very unique in its own right but has some tail, tail, signs of other super cars on this page, see if you can spot them. This is a very, very rapidly fast car

The central carbon chassis incorporates a roll cage and a rubber racing fuel cell with 4 fuel pumps and quick refuel filler cap, similar to GT race cars. The wheelbase has been increased by 47 mm (1.9 in) to increase stability. The front and rear subframes are brand-new, built to accommodate new suspension geometry, and produced in Avional. The slick-shod wheels are new forged-magnesium centre-lock models, which in conjunction with on-board pneumatic airjacks (again, like the FXX) allow rapid change of the entire wheel assemblies.

The car senses, displays and logs information about the amount of downforce that is generated at each wheel at all times. It is thought that this system will enable owners to adjust set-up ccording to track conditions and to improve their cornering technique.
Bodywork In addition to the wheelbase increase (47 mm), overall length has increased by 394 mm (15.5 in) and track by 50 mm (2 in). The bodywork and aerodynamics have been altered to offer maximum downforce, featuring a longer front bonnet with flaps, a closed underbody and a new rear overhang with adjustable rear wing and race-derived diffuser. These are intended to translate into increased aerodynamic efficiency and downforce for maximum cornering speed. It is also noted that the car's new rear bodywork is minimal in the extreme, being composed mostly of vent. This is thought to be symptomatic of the need to keep the engine cool enough, even under hard track use. Again, this is similar to the gutted bodywork of the Ferrari Evoluzione.
Engine Output has increased to 750 bhp (559 kW) at 8000 rpm and 523 lb·ft (709 N·m) of torque. A lightweight carbon fibre high performance intake system, racing multiple disc sintered clutch and Formula 1-style exhaust system, hydroformed in Inconel 625 and ceramic coated for optimal heat dissipation, have been added. The engine is combined with a 6-speed transverse-mounted manual sequential synchronized gearb
Interior The car's interior is spartan reflecting the car's racetrack aspirations and intended home, and features bespoke seats, customized to the driver to offer maximum support. As before, the Digitek instrumentation provides essential information and the sophisticated telemetry allows a variety of sensors to monitor numerous aspects of the car

Monday, 1 March 2010

Mercedes benz cars 2010 secret

The design sits somewhere between crisp and boxy, with a bluff front end desperate (almost too desperate) to imply status. The flank design is pleasing, with good sculpture and, in the fairing behind the rear wheelhouse, a sly reference to its ancestor the 1953 “ponton” Mercedes. The look is a bit busy, but there’s lots of surface detail and it’s hardly boring. And the aero performance is superb, with a Cd of just 0.28.

Inside, the instrument binnacle is equally bluff, and the switchgear and surfaces feel like they’re built for the end of time. All models get a high-mounted center ICE/Navigation screen with superb control logic and graphics. The cars we drove featured poly-adjustable

heated and cooled massaging seats, but the normal chairs are also shaped for a perfect long-distance driving position. Rear head-and legroom are carefully planned for this car’s pivotal role in the German taxi trade.

The bodyshell uses high-strength steel to produce better crash results than ever without adding weight. Indeed, the shell is optimized for the V-6 models: The V-8 and AMG editions get reinforcements, so that the base-engine cars aren’t unnecessarily heavy. To protect pedestrians who stray into its path, the rear of the hood pops up on impact to give their heads a cushioned landing.

A switch to a three-link front suspension improves crash performance, though it required a lot of development driving to ensure the dynamics weren’t compromised compared with the more complex previous design. The new suspension also improves component commonality with the C-Class. In fact, Mercedes engineers no longer talk of the C and E being separate platforms.

On the active safety side, a bundled option is radar cruise control with collision mitigation. If the driver neglects to react to a closing gap ahead, it will sound a warning, then tighten the seatbelts, next tap the brakes, and finally, if the driver still remains unresponsive once it deems a crash inevitable, apply the brakes fully. “The electronic crumple zone,” Mercedes calls it. There’s also a night-vision option, lane-change blind-spot warning, lane-keeping assist, and, as standard, a drowsiness sensor.

Mercedes says a quarter of the worst accidents are caused by drivers falling asleep. The new system monitors steering and accelerator input among other factors and, if the driver’s style begins to change in ways Benz research has shown are indicative of overtiredness, a warning sounds and a steaming cup is displayed on the dashboard. Inexplicably, Mercedes has failed to name the system CoffeeTRONIC.

Base engine for the U.S. is the 3.5-liter direct-injection gas 350CGI. This makes 268 horsepower and hits 62 mph from rest in 6.3 seconds and achieves 28 mpg on the European mandatory test. Low-resistance tires, variable radiator blanking, as well as the low body mass and drag, all contribute to the fine economy numbers.

It’s quiet in normal driving, but it’s not a motor that relishes working hard. In the upper-mid rev band there are quantities of drab, tingly noise, and it doesn’t rev especially freely. The seven-speed autobox, with column selector and plus/minus paddles, isn’t responsive either, and despite the number of ratios still has a big gap between second and third that makes the powertrain feel clunky in tight twisting road sections.

The 5.5-liter 382-horse V-8 in the E500 is nicer by far to use, woofly and muscular at low revs, and happy to be taken by the scruff of the neck for a real power workout. This one cracks 0-to-62 in 5.3 seconds, and that’s traction-limited: Mercedes claims 4.7 for the 4Matic. But driving it out of tight corners, at least in the dry, you seldom feel a want of traction. Watch for a Bluetec clean diesel version in early 2010.

The chassis comes in two flavors. The coil-spring layout has Mercedes’ patented stroke-dependent damping, an all-mechanical system. Optional leveling air springs come with electronically controlled dampers. The air system is standard on the V-8 and does an excellent job. The ride is properly plush if you hit the comfort button and still pretty sweet if you hit sport, which moves the adaptive thresholds a little toward the liveliness direction. The steering is superbly accurate and never nervous and imparts just enough road feel to give you confidence. Mid-bend, the E is well-balanced and manages to feel like it’s on a shorter wheelbase. But add excess g-loads and it’s super-safe understeer all the way. This isn’t trying to be a 5 Series.

The mechanical chassis option is very nearly as good. Neither ride nor handling suffer much, especially if you go for the higher-geared rack that’s standard on the V-8. The mechanical dampers remain plush on short strokes, then stiffen up on longer suspension excursions to keep body movements in check. Okay, the body control isn’t as strong-willed as with the air system, but it seldom slows you down.

There’s clearly a sound base here for AMG to work on. Its manic 525-horsepower E63 will appear at the New York auto show in April.

The E range is also to be widened by the new E coupe, as seen at the Geneva salon in March, and 2010’s matching cabrio, the larger replacements for the CLK. There will also be an E wagon later this year and AWD variants.

The E has a wide range because it’s at the heart of the Mercedes business. Quite right then that it feels so like a Benz. You might take issue with the V-6 powertrain refinement — it looks like the price you pay for such clean, efficient combustion — but in other ways this is an utterly respectable sedan. Now, about that AMG model

Mercedes benz car pics

Following the debut of the new E-Class sedan at the Detroit Auto Show and the convertible and wagon versions coming to Frankfurt later this year, Mercedes used the Geneva Motor Show to unveil the new E-Class coupe as promised. The sleek coupe replaces the CLK and cuts an especially aerodynamic profile. Engine options range from the oil-sipping E 250 CDI BlueEfficiency to the V8-powered E 500. Opinions remain divided on the square headlamps and derivative tail lights, but we found that Mercedes' latest coupe cuts an attractive line in person

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Completely redesigned and based on the 2010 Mercedes-Benz E-Class, the new E63 AMG is more aggressive than ever before with improved performance, handling and advanced technology inspired by its sibling - the Mercedes-Benz SL63 AMG

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More than 50 years ago, Mercedes-Benz created an entirely new class of automobile--a visionary vehicle that became the benchmark against which all others were measured. Eight generations later, the iconic E-Class continues to lead the way. Come to Ray Catena Mercedes-Benz of Edison, one of the most highly recommended Mercedes-Benz dealers in NJ, and test drive one of the all new E-Class luxury sedans