Suspension parts are ordered. Those of you who know Miatas have certainly heard of Flyin Miata. They are one of the top Miata specialists in the country. Their business consists of manufacturing and selling all kinds of parts to make Miatas go fast and handle great. So it's no surprise that I've looked to them to supply my suspension setup. I've ordered their Stage 1 suspension kit which consists of lowering springs of their own design along with some Tokico Illumina adjustable shocks. Everything I've heard about this suspension says that it is a great street/occasional track setup.
I didn't stop there though. I also ordered a set of mounts and bumpstops from another Miata suspension specialist, Fat Cat Motorsports. I ordered their custom mount and bumpstop kit for the Tokico shocks. This kit uses second generation(NB) Miata shock mounts modified to fit the first generation(NA) cars. This allows for more suspension travel and better ride when lowered.
Hopefully, I'll be getting all these parts over the next couple of weeks and I'll get them installed as soon as possible.
Wednesday, January 21, 2009
January 2009 Dream Car of the Month - TVR Sagaris
When I think of small, independent British motor car companies, I can't help but think of TVR. Over the years they have made some of the most outrageous and beautiful cars I've ever seen. The company was started in 1947 as TVR Engineering with the TVR coming from the first name of the company founder, Trevor Wilkinson. At first he started out repairing cars but he soon moved to design and manufacturing of cars of his own. Along with partner, Jack Picard, they designed and build various different models throughout the 50's into the 60's. By 1965, the original founders, Wilkinson and Picard, had left the business and the company then changed hands a few times over the next 30 years.
The 1980's saw the company owned by Peter Wheeler who was the most influential owner the company had seen since it's founder had left. Under Wheeler, the company moved to the Rover V8 and then finally to an all aluminum V8 of their own design called the AJP8. Under his management the company produced some of their most well known models culminating in the outrageous Sagaris.
TVRs from the Wheeler era have become well known for their wild nature. The Sagaris is no exception. They are described as being very challenging to drive to the point of being dangerous in the hands of an inexperienced driver. High power and light weight mixed with a lack of any driver safety nets make TVRs the hairy chested beasts they are. TVRs were imported to the US in the 1980s with the 280 model but there has been nothing from TVR here since then. Being such a small company it did not make sense to attempt to meet the all the safety and emissions regulations here in the states. Too bad for us.
The Sagaris debuted in 2003 and was based on the beautiful T350. It was powered by the now famous TVR Speed-Six engine which is a straight 6 cylinder derivative of the AJP8 V8. In the Sagaris, the 4.0L Speed-Six engine produces 380HP/349TQ without the help of any type of forced induction. Power is sent to the rear wheels via a 5 speed manual transmission and the car makes due without anti-lock brakes, air bags, or traction control. The aluminum and fiberglass construction of the car help keep the weight down at 2,371 lbs allowing for a 0-60 time of 3.7 seconds and a top speed of 190MPH.
The Sagaris was initially designed as a track car that could be driven on the street. The car features various vents and aero additions meant to help on the track. The vents on the fenders of the car were originally open to alloy cooling and as a place where high pressure air could escape from under the front of the car during high speed runs. TVR ran into a problem while testing though when they discovered that these vents allowed mud and other debris to be kicked up from the tires onto the windshield. Therefore they were closed. The car still is quite striking though. Some would say not in a good way either. Design characteristics like the clear plastic rear spoiler and the sideways exhaust certainly make the car unique looking.
TVR began to run into problems in 2004 when the company was sold to 24 year old Nicolay Smolensky, the son of a very wealthy Russian businessman. His original intent was to keep the company as a British institution but with demand waning he announced in 2006 that some production would move to Italy with only engine manufacturing remaining in England. By the end of 2006 TVR had been broken up into several smaller companies and some of those went into the British equivalent of bankruptcy. Then in 2007 Smolensky had re-acquired the company and announced plans to sell it to a group of investors who had plans to revive the company and even begin importing into the US. This sale apparently never happened and Smolensky stated in October 2007 that he hoped to restart production with a target of 2,000 cars annually. In July 2008, the Sagaris was relaunched as the Sagaris 2.
Who knows what the future holds for TVR. Hopefully, this great company that has lasted for over 60 years will continue to produce the stunning and outrageous cars they have come to be known for.
Monday, January 19, 2009
Project Miata update #1
Time for a new suspension. I wasn't quite expecting to have to do anything to the suspension on this car since it came with a set of Koni Sport shocks and Ground Control coilovers already installed. I thought I was set on that front. Well, I was wrong. After driving the car around a few times I noticed that the suspension was bottoming out over larger dips. It is well know that Miatas, especially first generation models, have limited suspension travel at stock height which only gets worse when you lower the car. Mine however, is not very low so I decided to investigate.
Changing bumpstops is a common upgrade on Miatas to soften up some crashing suspension bottoming out. Miatas rely on their bumpstops more than most cars as they are designed as a supplement to the springs due to the limited suspension travel. I figured maybe I needed to step up to some better progressive bumpstops so that was my first area of investigation. Unfortunately for me, I discovered that there were no bumpstops at all. Bad news which only got worse.
While is was under there looking, I also noticed that the Ground Control coilovers were not installed correctly. After searching around on the net and miata forums, I found out how they should be installed and set out to disassemble the suspension in an attempt to determine if I could re-assemble everything correctly. Sadly, that is out of the question. The reason the Ground Control coilovers were installed wrong was because they were missing some parts. There is supposed to be a metal collar within the threaded Ground Control sleeve which sits on the c-clip that normally supports the lower spring perch on the Konis. Well that was not there which explains why the coilover sleeves were installed with the Koni spring perch still in place. The Koni shocks were also not in the greatest shape so I assume that this was a budget suspension install cobbled together from some used parts. Mostly, it's garbage and unsafe.
So, because of this, most of my Saturday was spent ripping out the front suspension. After using close to an entire can of PB Blaster and a big breaker bar I was able to get everything out in a few hours using this method where you disconnect the spindle from the lower control arm via a tongue that inserts into the lower control arm. This allows you to remove everything without having to worry about separating ball joints. There is also the long bolt method that also allows removal without disconnecting ball joints. I didn't use the long bolt method because I didn't happen to have a 21mm socket but both seem to work equally well.
So that's where it sits now. The car is on jack stands in the garage waiting for me to decide what suspension setup to get. Prices for good setups range from around $600 to about $1000 depending on what you want. I'll make my decision in the next couple of days and get to work on it. My only consolation is that it has snowed here in NJ the last two weekends so I wouldn't have been able to drive the car anyway. I just want to get it done in time for the warm weather. I'll keep you posted.
Changing bumpstops is a common upgrade on Miatas to soften up some crashing suspension bottoming out. Miatas rely on their bumpstops more than most cars as they are designed as a supplement to the springs due to the limited suspension travel. I figured maybe I needed to step up to some better progressive bumpstops so that was my first area of investigation. Unfortunately for me, I discovered that there were no bumpstops at all. Bad news which only got worse.
While is was under there looking, I also noticed that the Ground Control coilovers were not installed correctly. After searching around on the net and miata forums, I found out how they should be installed and set out to disassemble the suspension in an attempt to determine if I could re-assemble everything correctly. Sadly, that is out of the question. The reason the Ground Control coilovers were installed wrong was because they were missing some parts. There is supposed to be a metal collar within the threaded Ground Control sleeve which sits on the c-clip that normally supports the lower spring perch on the Konis. Well that was not there which explains why the coilover sleeves were installed with the Koni spring perch still in place. The Koni shocks were also not in the greatest shape so I assume that this was a budget suspension install cobbled together from some used parts. Mostly, it's garbage and unsafe.
So, because of this, most of my Saturday was spent ripping out the front suspension. After using close to an entire can of PB Blaster and a big breaker bar I was able to get everything out in a few hours using this method where you disconnect the spindle from the lower control arm via a tongue that inserts into the lower control arm. This allows you to remove everything without having to worry about separating ball joints. There is also the long bolt method that also allows removal without disconnecting ball joints. I didn't use the long bolt method because I didn't happen to have a 21mm socket but both seem to work equally well.
So that's where it sits now. The car is on jack stands in the garage waiting for me to decide what suspension setup to get. Prices for good setups range from around $600 to about $1000 depending on what you want. I'll make my decision in the next couple of days and get to work on it. My only consolation is that it has snowed here in NJ the last two weekends so I wouldn't have been able to drive the car anyway. I just want to get it done in time for the warm weather. I'll keep you posted.
Thursday, January 15, 2009
Barrack Obama New Cadillac Car | The First Car
General Motors published the first photos of the Barack Obama's new ride a week before his inauguration as the new president of the United States. The latest Cadillac Presidential Limousine is a completely new design, succeeding the DTS Presidential Limousine that debuted in 2004 and was used by George Bush. Predictably, GM has not revealed any specific details on the President's new wheels besides the fact that it "includes many of the brand's signature design elements."Carscoop.blogspot.com
2009 Mazda6 Test Drive
When the Mazda6 first hit the scene back in 2003, it was nimble and playful, and the power-assisted rack-and-pinion steering was exemplary. In fact, it was favorably compared to the BMW 3 Series—an impressive feat for any vehicle, let alone a mid-sizer in this price range.
But it was too small and, some say, underpowered to truly compete in the tough mid-size sedan segment against the Toyota Camry and Honda Accord. That’s a big reason why Mazda says sales in the U.S. have been somewhat underwhelming—well below the 100,000-vehicle per year sales mark they were hoping for.
The all-new 2009 model was designed to change that. It’s bigger, it comes in three trim levels, and it’s still got our favorite quality: The Mazda6 is a hoot to drive, unlike its less sporty foes in the marketplace. —Barry Winfield
The Specs
Unique to the North American market, the redesigned mid-size sedan now comes in at 72.4 in. wide by 193.7 in. long (6.9 in. longer than its predecessor), with a robust 109.8-in wheelbase (4.5 in. longer). These increases might seem small, but they translate into quite a bit more cabin space. According to Hiroshi Kajiyama, Mazda’s chief program engineer for the 6, these new dimensions give the car more leg, shoulder and hip room (plus more luggage space) than the Accord, Altima or Malibu. Better still, he says that the car has put on no more than 200 pounds in the process.
To handle the new size and weight, Mazda upped the power of both the base four-cylinder engine and the top-of-the-line V6. With 170 hp and 167 lb.-ft. of torque, the slightly larger 2.5-liter inline-4 no longer is plenty powerful. Along with its bump in displacement from 2.3 liters, the four-cylinder features a new two-stage intake, more efficient cylinder heads and a less restrictive exhaust manifold.
When connected to the standard six-speed manual, the four-cylinder delivers 21 mpg city and 29 mpg highway. The automatic option adds an extra mile per gallon in the city and on the highway.
The Ford-designed, Mazda-built V-6—featuring 3.7-liters, 272 horses and 269 ft.-lb. of torque—is the same engine found in the much larger CX-9 crossover. But it offers less attractive fuel numbers (17 mpg city/25 mpg highway), and the six-speed automatic is the only available transmission for the V-6.
Mazda zeroed in on noise and vibration reductions, and the cabin area is 30-percent more rigid than in the previous car, according to Mazda’s R&D director Kelvin Hiraishi, who pointed out bulges in the floor pan intended specifically to stiffen that panel—and prevent it from acting like a noise-generating diaphragm. Engineers also focused on cutting down the wind noise leaking through door seals and sunroof surrounds.
There are a bunch of chassis improvements, including a one-piece, forged-steel front lower-control arm to provide better lateral stiffness and to eliminate any compliance in steering over bumps. The front wheels now turn almost 5 degrees more than before, reducing the turning circle by over 3 ft.
Each trailing arm in the rear suspension has an attachment point raised 1 in. to increase the anti-dive effect, keeping the body flat during hard braking. Larger diameter bushings allow a little rearward movement on harder bumps to improve impact absorption, and the twin-tube KYB dampers are placed further outboard in a more vertical position for better wheel control.
Michelin Pilot four-season radial tires are standard issue on all Mazda6 models, and come sized to fit either 16- or 17-in. wheels on the “i” model, with 17 or 18-inchers on the “s.” In terms of safety, the ‘09 Mazda6 is replete with airbags, ABS, LATCH child-seat hookups and stability control as standard equipment. There’s also an optional blind-spot monitoring system that checks the lanes alongside the car and warns of the presence of vehicles if you try to change lanes.
Other interesting gadgets include keyless entry and a 10-speaker, 333-watt Bose stereo. An owner can utilize the vehicle diagnostics connector (via a special tool at the dealer) to tune various functions such as headlamp on-and-off cycles, turn-signal buzzer volume, blind-spot warning activation, power door lock operation and about 20 other functions.
The Drive
Whether or not the redesign has the desired effect on consumers remains to be seen, but we like the look of the new Mazda6 on the road. The interior is artful and tidily crafted—basically what we’ve come to expect from this inventive car company. And there’s certainly ample room inside, even for this 6-ft.-5, long-torso reviewer to sit in the back so long as he scrunches down a tiny bit to avoid contact with the headliner (the headroom is slightly compromised by the fast roofline). Luckily, there’s enough knee room to allow that. And the sound dampening measures really worked; this car is as quiet as a church mouse.
Of course, with its “zoom zoom” reputation at stake, the new Mazda6 has to handle nimbly, and the firm bushing durometer values used in its suspension transmit a little ride noise back into the cabin—well, at least in the Mazda6i model powered by that new 2.5-liter, 170-hp engine.
We certainly expected more power—and got it. Where the 2.5-liter four feels pretty peppy out on the road, the 272-hp V-6 is downright intoxicating. Coupled only to a six-speed automatic with manual shift mode, the 6i models demonstrated great flexibility with a serious high-end punch.
But it was too small and, some say, underpowered to truly compete in the tough mid-size sedan segment against the Toyota Camry and Honda Accord. That’s a big reason why Mazda says sales in the U.S. have been somewhat underwhelming—well below the 100,000-vehicle per year sales mark they were hoping for.
The all-new 2009 model was designed to change that. It’s bigger, it comes in three trim levels, and it’s still got our favorite quality: The Mazda6 is a hoot to drive, unlike its less sporty foes in the marketplace. —Barry Winfield
The Specs
Unique to the North American market, the redesigned mid-size sedan now comes in at 72.4 in. wide by 193.7 in. long (6.9 in. longer than its predecessor), with a robust 109.8-in wheelbase (4.5 in. longer). These increases might seem small, but they translate into quite a bit more cabin space. According to Hiroshi Kajiyama, Mazda’s chief program engineer for the 6, these new dimensions give the car more leg, shoulder and hip room (plus more luggage space) than the Accord, Altima or Malibu. Better still, he says that the car has put on no more than 200 pounds in the process.
To handle the new size and weight, Mazda upped the power of both the base four-cylinder engine and the top-of-the-line V6. With 170 hp and 167 lb.-ft. of torque, the slightly larger 2.5-liter inline-4 no longer is plenty powerful. Along with its bump in displacement from 2.3 liters, the four-cylinder features a new two-stage intake, more efficient cylinder heads and a less restrictive exhaust manifold.
When connected to the standard six-speed manual, the four-cylinder delivers 21 mpg city and 29 mpg highway. The automatic option adds an extra mile per gallon in the city and on the highway.
The Ford-designed, Mazda-built V-6—featuring 3.7-liters, 272 horses and 269 ft.-lb. of torque—is the same engine found in the much larger CX-9 crossover. But it offers less attractive fuel numbers (17 mpg city/25 mpg highway), and the six-speed automatic is the only available transmission for the V-6.
Mazda zeroed in on noise and vibration reductions, and the cabin area is 30-percent more rigid than in the previous car, according to Mazda’s R&D director Kelvin Hiraishi, who pointed out bulges in the floor pan intended specifically to stiffen that panel—and prevent it from acting like a noise-generating diaphragm. Engineers also focused on cutting down the wind noise leaking through door seals and sunroof surrounds.
There are a bunch of chassis improvements, including a one-piece, forged-steel front lower-control arm to provide better lateral stiffness and to eliminate any compliance in steering over bumps. The front wheels now turn almost 5 degrees more than before, reducing the turning circle by over 3 ft.
Each trailing arm in the rear suspension has an attachment point raised 1 in. to increase the anti-dive effect, keeping the body flat during hard braking. Larger diameter bushings allow a little rearward movement on harder bumps to improve impact absorption, and the twin-tube KYB dampers are placed further outboard in a more vertical position for better wheel control.
Michelin Pilot four-season radial tires are standard issue on all Mazda6 models, and come sized to fit either 16- or 17-in. wheels on the “i” model, with 17 or 18-inchers on the “s.” In terms of safety, the ‘09 Mazda6 is replete with airbags, ABS, LATCH child-seat hookups and stability control as standard equipment. There’s also an optional blind-spot monitoring system that checks the lanes alongside the car and warns of the presence of vehicles if you try to change lanes.
Other interesting gadgets include keyless entry and a 10-speaker, 333-watt Bose stereo. An owner can utilize the vehicle diagnostics connector (via a special tool at the dealer) to tune various functions such as headlamp on-and-off cycles, turn-signal buzzer volume, blind-spot warning activation, power door lock operation and about 20 other functions.
The Drive
Whether or not the redesign has the desired effect on consumers remains to be seen, but we like the look of the new Mazda6 on the road. The interior is artful and tidily crafted—basically what we’ve come to expect from this inventive car company. And there’s certainly ample room inside, even for this 6-ft.-5, long-torso reviewer to sit in the back so long as he scrunches down a tiny bit to avoid contact with the headliner (the headroom is slightly compromised by the fast roofline). Luckily, there’s enough knee room to allow that. And the sound dampening measures really worked; this car is as quiet as a church mouse.
Of course, with its “zoom zoom” reputation at stake, the new Mazda6 has to handle nimbly, and the firm bushing durometer values used in its suspension transmit a little ride noise back into the cabin—well, at least in the Mazda6i model powered by that new 2.5-liter, 170-hp engine.
We certainly expected more power—and got it. Where the 2.5-liter four feels pretty peppy out on the road, the 272-hp V-6 is downright intoxicating. Coupled only to a six-speed automatic with manual shift mode, the 6i models demonstrated great flexibility with a serious high-end punch.
Nissan Maxima 2009
New Nissan Maxima 2009 pictures and Flash Slide show
The 2009 Nissan Maxima, which makes its world debut at the 2008 New York International Auto Show, marks a return to the longtime Nissan flagship sedan's roots as a commanding 4-door sports car - a vehicle that is unique in both appearance and driving feel, with renewed relevance for today's active and ambitious sedan buyers. In other words, the Maxima is back. The all-new 2009 Nissan Maxima will be offered as two well-equipped models, Maxima 3.5 S and Maxima 3.5 SV, and is scheduled to arrive at Nissan dealers nationwide in early summer 2008. "Maxima has always enjoyed a certain 'duality' - a unique fusion of sedan practicality with the soul of a sports car," said Al Castignetti, vice president and general manager, Nissan Division, Nissan North America, Inc. "In recent years, however, competitive vehicles have caught up with Maxima in 'sporty' looks and performance. For 2009, Nissan is reclaiming its rich 4-Door Sports Car heritage with an infusion of emotional design, driving excitement and advanced technology - creating a silky, stimulating sports sedan like no other on the road today." 2009 Nissan Maxima: Reborn at the "Ring" "Do-overs" are sometimes allowed in sports but rarely in the automotive industry. Yet midway through the development of the new-generation Maxima a mulligan was indeed granted. Rather than continue with an evolution of the previous highly successful Maxima design, the creators of the 2009 Nissan Maxima stopped and rethought the entire direction. Inspired by the concurrent top secret development of the 2009 Nissan GT-R supercar, they threw away positioning words like "conservative" and "balanced" and concentrated instead on new concepts like "addictive performance," "striking," "commanding" and "powerful." High targets were established, including the goal of creating "the best performing front engine, front-wheel drive car in the world," along with class-leading acceleration, braking, handling, workmanship and cockpit design. "We aren't walking away from the strengths of the last generation Maxima, which was rated the top-ranked vehicle in AutoPacific's 2007 Vehicle Satisfaction Award for Luxury Mid-Size Cars and a winner of Strategic Vision's 2007 Total Quality Award? for Best Medium Car Ownership Experience," said Castignetti. "However, complacency breeds complacent vehicles. The new Maxima demanded taking risks in order to ultimately come up with a much more exciting and rewarding vehicle." Three key areas were singled out for change: exterior design, which needed to be more aggressive, with more personality and attitude; a "super" cockpit, creating an interior that combines a driver orientation with high quality, roominess and user-friendly technology; and class-leading performance, enhancing what previous generation owners called "Maxima-ness." To further push the performance envelope, the development team challenged themselves to concentrate their efforts on "emotional engineering" - to experience Maxima with the five senses in a purer, more visceral manner, rather than through CAD drawings and computer simulations. As each designer and engineer set and exceeded higher and higher targets, they realized that confirmation of the results would require validation on the road. But not just any road. Members of the development team traveled to Germany's famed Nurburgring Nordschleife circuit - not coincidentally the site of much of the GT-R's performance development work - to test Maxima prototypes. Special attention was placed on body rigidity, suspension and steering, along with honing Maxima's competitiveness against some well-established European sports sedans. "A number of product changes came directly from the Nurburgring trials, including enhancements to the braking and transmission systems," said Castignetti. "But more importantly, it gave notice to the entire Nissan organization that the new Maxima is back solidly in the performance arena where it rightfully belongs." Aggressive Design Adds a "Wow" Factor to the Sedan Category While seeking to create a simple-yet-strong presence, the designers of the new Maxima's exterior also wanted to re-assert Maxima's breakthrough personality - establishing a "wow" level of style that would clearly distinguish it from segment competitors. The exterior design theme for the new Maxima is "Liquid Motion" - focusing on the flow of its powerful and beautiful surfaces, like the undulation of a wave. The look starts with Maxima's aggressive stance and powerful fender volume, which is not unlike many exotic sports cars on the market today. This deeply sculpted body/fender treatment is seldom used for mass market vehicles because of the engineering and manufacturing complexity required to physically accomplish it. Maxima's new stance is created by a slight reduction in wheelbase and overall length, along with a wider front and rear track. Maxima's new look imparts a strong, premium presence. The large, wraparound L-shaped headlights add a unique dimension to the overall design, while the light surrounds suggest a powerful "turbine" appearance of energy and strength. The upturned headlight shape combines with a wide grille, large bumper opening and bulging "catamaran-style" hood to give Maxima a formidable expression, setting the tone for the rest of the vehicle. The powerful Maxima form continues along its profile, with careful layering of the bumper, hood and fender parting lines. The polished, elegant motion spreads from the deep-waisted rear fenders through distinctive Maxima-style C-pillars and high trunk lid. Dimensionally, versus the previous generation, the new Maxima measures the same width at the doors but wider at each fender, which not only helps project a sporty appearance but also allows a reduction in the visual gap between the fenders and wheels and tires. Maxima's dynamic performance stance is accented by 18-inch and available 19-inch aluminum-alloy wheels with low-profile performance tires. Another new styling feature is the available Dual Panel Moonroof, which is traditionally offered only in luxury segments. The Dual Panel Moonroof includes a front section that moves like a normal moonroof (positioned farther forward than typical), with a very wide opening to provide an open-air motoring feeling. There is also a fixed translucent rear section that provides light to rear seat passengers. The overall design gives the appearance that the entire roof is composed of black glass. The Dual Panel Moonroof includes dual power sunshades for both the front and rear glass sections, adding a level of convenience. At the rear, Maxima features a new 12-LED L-shaped taillight design, with a pair of side marker bulbs for added visibility during night driving. "Maxima's breathtaking new exterior gives it a commanding, almost coupe-like appearance, with plenty of driveway appeal," said Castignetti. "It's one sedan that will definitely be noticed by the next door neighbors, along with a lot of other people." Maxima is available in a choice of eight exterior colors: Winter Frost, Super Black, Navy Blue, Tuscan Sun, Radiant Silver, Mystic Jade, Precision Gray and Dark Slate. Leading-Edge Sports Sedan Performance Platform For five previous generations, Maxima has been built on a front-wheel drive (FWD) platform. Yet with the new Maxima's development team everything was open for discussion, including the benefits of front-wheel drive versus rear-wheel drive (RWD). Although there are well-known advantages of RWD in terms of sporty handling, it was ultimately decided that by switching Maxima from its previous platform to Nissan's new "D platform," which was first introduced on the current Nissan Altima Sedan, Hybrid and Coupe, the target Maxima performance could be delivered - without giving up the added FWD benefits of lower costs, lower weight and enhanced roominess versus a RWD platform. "As demonstrated time and again with the new Altima, the new Nissan D platform is an amazing piece of engineering - providing responsive handling while virtually eliminating the torque steer often associated with high horsepower FWD applications," said Castignetti. "For the new Maxima, we've continued to refine the D platform, creating what we believe is one of the best-performing front-wheel drive car in the world, far above other FWD vehicles in its class. It's a level of performance that we think will be highly addictive." In creating driving performance worthy of Nissan's flagship, the Maxima's body and chassis engineering teams worked together to create a secure feeling, virtually no torque steer during acceleration and a level of nimbleness that ultimately makes a car fun to drive. A range of enhancements helped achieve these targets, including increasing body rigidity and adjusting the wheelbase and track dimensions. Body rigidity was increased by 15 percent and front strut mounting rigidity was increased by 100 percent, with all-new structures added to the engine compartment and additional reinforcement applied to the instrument panel structure. Maximas equipped with the Sport or Premium Packages feature a panel behind the rear seat that improves torsional rigidity by 17 percent versus models with a fold-down rear seat (a rear trunk pass-through is utilized with this panel). The 2009 Nissan Maxima has a wheelbase of 109.3 inches, a decrease of 1.9 inches versus the 2008 Maxima, and width has been increased by 1.5 inches to 73.2 inches. The front and rear track measurement of 62.4 inches represents increases of 1.4 inches front and 1.2 inches rear over the previous model. Additional "D platform" enhancements include the use of aluminum suspension links, revised suspension geometry, new technology shocks, revised steering and suspension geometries, a lower engine mounting and application of a new Xtronic CVT™ (Continuously Variable Transmission), all of which contribute to minimal torque steer and improved handling prowess. A Refined Engine and CVT Compared to the previous generation, the new Maxima offers more horsepower and torque, providing quicker acceleration response and a special "Maxima Sound" - a satisfying, sporty sounding exhaust note. For 2009, Maxima again features a standard 3.5-liter VQ-series V6 engine, enhanced and refined to take its driving performance to new levels. The revised engine features a modular engine design with microfinished crank journals and cam lobes, molybdenum coated lightweight pistons, a resin intake collector, digital knock control, six individual coils (one per spark plug) and a cross-flow coolant pattern. Also utilized are a Continuously Variable Valve Timing Control System (CVTCS), a variable induction system, a silent timing chain and electronically controlled throttle. In refining the award-winning VQ-series V6 for use in the new Maxima, engine development engineers focused on three areas - increasing air intake, increasing fuel burn efficiency and lowering exhaust backpressure. Steps utilized to improve air intake included increasing intake manifold collector port diameter, adding a second power valve in the intake manifold, changing intake collector material to resin for less mass and more flow, redesigning the shape of the intake valves and increasing the throttle chamber diameter. Fuel burn efficiency was improved by increasing the engine's compression ratio to 10.6:1 (from 10.3:1), changing the piston shape for reduction of friction and weight, and adding exhaust-side continuous valve timing control (quad valve timing system). Exhaust backpressure was reduced through optimizing the exhaust system layout. The 2009 Nissan Maxima's 3.5-liter DOHC 24-valve V6 is now rated at 290 horsepower and 261 lb-ft of torque (estimated), increases of 35 horsepower and 9 lb-ft of torque over the 2008 Maxima. Significant development time was also spent on enhancing the sporty engine sound for an increased "exhilaration feeling." The new Maxima also utilizes additional sound absorption material and a new "sound creator" to enhance induction sound. Noise, vibration and harshness (NVH) performance has been improved through a number of measures, including adoption of a new six-point engine mounting system. The system, which replaces the previous generation Maxima's four-point mounting, includes upper and lower torque rods, high rigidity front and rear aluminum brackets and front and rear switchable control mounts to improve NVH performance under high engine
The 2009 Nissan Maxima, which makes its world debut at the 2008 New York International Auto Show, marks a return to the longtime Nissan flagship sedan's roots as a commanding 4-door sports car - a vehicle that is unique in both appearance and driving feel, with renewed relevance for today's active and ambitious sedan buyers. In other words, the Maxima is back. The all-new 2009 Nissan Maxima will be offered as two well-equipped models, Maxima 3.5 S and Maxima 3.5 SV, and is scheduled to arrive at Nissan dealers nationwide in early summer 2008. "Maxima has always enjoyed a certain 'duality' - a unique fusion of sedan practicality with the soul of a sports car," said Al Castignetti, vice president and general manager, Nissan Division, Nissan North America, Inc. "In recent years, however, competitive vehicles have caught up with Maxima in 'sporty' looks and performance. For 2009, Nissan is reclaiming its rich 4-Door Sports Car heritage with an infusion of emotional design, driving excitement and advanced technology - creating a silky, stimulating sports sedan like no other on the road today." 2009 Nissan Maxima: Reborn at the "Ring" "Do-overs" are sometimes allowed in sports but rarely in the automotive industry. Yet midway through the development of the new-generation Maxima a mulligan was indeed granted. Rather than continue with an evolution of the previous highly successful Maxima design, the creators of the 2009 Nissan Maxima stopped and rethought the entire direction. Inspired by the concurrent top secret development of the 2009 Nissan GT-R supercar, they threw away positioning words like "conservative" and "balanced" and concentrated instead on new concepts like "addictive performance," "striking," "commanding" and "powerful." High targets were established, including the goal of creating "the best performing front engine, front-wheel drive car in the world," along with class-leading acceleration, braking, handling, workmanship and cockpit design. "We aren't walking away from the strengths of the last generation Maxima, which was rated the top-ranked vehicle in AutoPacific's 2007 Vehicle Satisfaction Award for Luxury Mid-Size Cars and a winner of Strategic Vision's 2007 Total Quality Award? for Best Medium Car Ownership Experience," said Castignetti. "However, complacency breeds complacent vehicles. The new Maxima demanded taking risks in order to ultimately come up with a much more exciting and rewarding vehicle." Three key areas were singled out for change: exterior design, which needed to be more aggressive, with more personality and attitude; a "super" cockpit, creating an interior that combines a driver orientation with high quality, roominess and user-friendly technology; and class-leading performance, enhancing what previous generation owners called "Maxima-ness." To further push the performance envelope, the development team challenged themselves to concentrate their efforts on "emotional engineering" - to experience Maxima with the five senses in a purer, more visceral manner, rather than through CAD drawings and computer simulations. As each designer and engineer set and exceeded higher and higher targets, they realized that confirmation of the results would require validation on the road. But not just any road. Members of the development team traveled to Germany's famed Nurburgring Nordschleife circuit - not coincidentally the site of much of the GT-R's performance development work - to test Maxima prototypes. Special attention was placed on body rigidity, suspension and steering, along with honing Maxima's competitiveness against some well-established European sports sedans. "A number of product changes came directly from the Nurburgring trials, including enhancements to the braking and transmission systems," said Castignetti. "But more importantly, it gave notice to the entire Nissan organization that the new Maxima is back solidly in the performance arena where it rightfully belongs." Aggressive Design Adds a "Wow" Factor to the Sedan Category While seeking to create a simple-yet-strong presence, the designers of the new Maxima's exterior also wanted to re-assert Maxima's breakthrough personality - establishing a "wow" level of style that would clearly distinguish it from segment competitors. The exterior design theme for the new Maxima is "Liquid Motion" - focusing on the flow of its powerful and beautiful surfaces, like the undulation of a wave. The look starts with Maxima's aggressive stance and powerful fender volume, which is not unlike many exotic sports cars on the market today. This deeply sculpted body/fender treatment is seldom used for mass market vehicles because of the engineering and manufacturing complexity required to physically accomplish it. Maxima's new stance is created by a slight reduction in wheelbase and overall length, along with a wider front and rear track. Maxima's new look imparts a strong, premium presence. The large, wraparound L-shaped headlights add a unique dimension to the overall design, while the light surrounds suggest a powerful "turbine" appearance of energy and strength. The upturned headlight shape combines with a wide grille, large bumper opening and bulging "catamaran-style" hood to give Maxima a formidable expression, setting the tone for the rest of the vehicle. The powerful Maxima form continues along its profile, with careful layering of the bumper, hood and fender parting lines. The polished, elegant motion spreads from the deep-waisted rear fenders through distinctive Maxima-style C-pillars and high trunk lid. Dimensionally, versus the previous generation, the new Maxima measures the same width at the doors but wider at each fender, which not only helps project a sporty appearance but also allows a reduction in the visual gap between the fenders and wheels and tires. Maxima's dynamic performance stance is accented by 18-inch and available 19-inch aluminum-alloy wheels with low-profile performance tires. Another new styling feature is the available Dual Panel Moonroof, which is traditionally offered only in luxury segments. The Dual Panel Moonroof includes a front section that moves like a normal moonroof (positioned farther forward than typical), with a very wide opening to provide an open-air motoring feeling. There is also a fixed translucent rear section that provides light to rear seat passengers. The overall design gives the appearance that the entire roof is composed of black glass. The Dual Panel Moonroof includes dual power sunshades for both the front and rear glass sections, adding a level of convenience. At the rear, Maxima features a new 12-LED L-shaped taillight design, with a pair of side marker bulbs for added visibility during night driving. "Maxima's breathtaking new exterior gives it a commanding, almost coupe-like appearance, with plenty of driveway appeal," said Castignetti. "It's one sedan that will definitely be noticed by the next door neighbors, along with a lot of other people." Maxima is available in a choice of eight exterior colors: Winter Frost, Super Black, Navy Blue, Tuscan Sun, Radiant Silver, Mystic Jade, Precision Gray and Dark Slate. Leading-Edge Sports Sedan Performance Platform For five previous generations, Maxima has been built on a front-wheel drive (FWD) platform. Yet with the new Maxima's development team everything was open for discussion, including the benefits of front-wheel drive versus rear-wheel drive (RWD). Although there are well-known advantages of RWD in terms of sporty handling, it was ultimately decided that by switching Maxima from its previous platform to Nissan's new "D platform," which was first introduced on the current Nissan Altima Sedan, Hybrid and Coupe, the target Maxima performance could be delivered - without giving up the added FWD benefits of lower costs, lower weight and enhanced roominess versus a RWD platform. "As demonstrated time and again with the new Altima, the new Nissan D platform is an amazing piece of engineering - providing responsive handling while virtually eliminating the torque steer often associated with high horsepower FWD applications," said Castignetti. "For the new Maxima, we've continued to refine the D platform, creating what we believe is one of the best-performing front-wheel drive car in the world, far above other FWD vehicles in its class. It's a level of performance that we think will be highly addictive." In creating driving performance worthy of Nissan's flagship, the Maxima's body and chassis engineering teams worked together to create a secure feeling, virtually no torque steer during acceleration and a level of nimbleness that ultimately makes a car fun to drive. A range of enhancements helped achieve these targets, including increasing body rigidity and adjusting the wheelbase and track dimensions. Body rigidity was increased by 15 percent and front strut mounting rigidity was increased by 100 percent, with all-new structures added to the engine compartment and additional reinforcement applied to the instrument panel structure. Maximas equipped with the Sport or Premium Packages feature a panel behind the rear seat that improves torsional rigidity by 17 percent versus models with a fold-down rear seat (a rear trunk pass-through is utilized with this panel). The 2009 Nissan Maxima has a wheelbase of 109.3 inches, a decrease of 1.9 inches versus the 2008 Maxima, and width has been increased by 1.5 inches to 73.2 inches. The front and rear track measurement of 62.4 inches represents increases of 1.4 inches front and 1.2 inches rear over the previous model. Additional "D platform" enhancements include the use of aluminum suspension links, revised suspension geometry, new technology shocks, revised steering and suspension geometries, a lower engine mounting and application of a new Xtronic CVT™ (Continuously Variable Transmission), all of which contribute to minimal torque steer and improved handling prowess. A Refined Engine and CVT Compared to the previous generation, the new Maxima offers more horsepower and torque, providing quicker acceleration response and a special "Maxima Sound" - a satisfying, sporty sounding exhaust note. For 2009, Maxima again features a standard 3.5-liter VQ-series V6 engine, enhanced and refined to take its driving performance to new levels. The revised engine features a modular engine design with microfinished crank journals and cam lobes, molybdenum coated lightweight pistons, a resin intake collector, digital knock control, six individual coils (one per spark plug) and a cross-flow coolant pattern. Also utilized are a Continuously Variable Valve Timing Control System (CVTCS), a variable induction system, a silent timing chain and electronically controlled throttle. In refining the award-winning VQ-series V6 for use in the new Maxima, engine development engineers focused on three areas - increasing air intake, increasing fuel burn efficiency and lowering exhaust backpressure. Steps utilized to improve air intake included increasing intake manifold collector port diameter, adding a second power valve in the intake manifold, changing intake collector material to resin for less mass and more flow, redesigning the shape of the intake valves and increasing the throttle chamber diameter. Fuel burn efficiency was improved by increasing the engine's compression ratio to 10.6:1 (from 10.3:1), changing the piston shape for reduction of friction and weight, and adding exhaust-side continuous valve timing control (quad valve timing system). Exhaust backpressure was reduced through optimizing the exhaust system layout. The 2009 Nissan Maxima's 3.5-liter DOHC 24-valve V6 is now rated at 290 horsepower and 261 lb-ft of torque (estimated), increases of 35 horsepower and 9 lb-ft of torque over the 2008 Maxima. Significant development time was also spent on enhancing the sporty engine sound for an increased "exhilaration feeling." The new Maxima also utilizes additional sound absorption material and a new "sound creator" to enhance induction sound. Noise, vibration and harshness (NVH) performance has been improved through a number of measures, including adoption of a new six-point engine mounting system. The system, which replaces the previous generation Maxima's four-point mounting, includes upper and lower torque rods, high rigidity front and rear aluminum brackets and front and rear switchable control mounts to improve NVH performance under high engine
TATA NANO MOBIL
New TATA NANO mobile price 25 juta IDR
The Nano will be launched in India later in 2008. The car will be available in both standard and deluxe versions. Both versions will offer a wide range of body colours, and other accessories so that the car can be customised to an individual's preferences.
Stylish, comfortable
- Designed with a family in mind, the Nano has a roomy passenger compartment with generous leg space and head room.
- Can comfortably seat four persons. Four doors with high seating position make ingress and egress easy.
- With a length of 3.1 metres, width of 1.5 metres and height of 1.6 metres, with adequate ground clearance, it can effortlessly manoeuvre on busy roads in cities as well as in rural areas.
- Its mono-volume design, with wheels at the corners and the powertrain at the rear, enables it to uniquely combine both space and manoeuvrability, which will set a new benchmark among small cars.
Why Nano?
The name 'Nano' was chosen as it denotes high technology and small size.
Most eagerly waited car
People world over were keen to see what Tata Motors' People's Car looked like, and know more about it. The Tata Motors website saw nearly 7.9 million hits on January 10 (the day the Nano was unveiled), while the Tata Nano website saw 4 million hits in 30 hours, making these sites among the busiest in the world.
The Nano website (www.tatanano.com) was developed within a short timeframe of 1.5 months and with limited resources.
The entire portal has been built on open source technologies, involving minimum investment, following the essence of the Nano - low cost, but high technology.
Fuel-efficient engine
- The Nano has a rear-wheel drive, all-aluminium, two-cylinder, 623 cc, 33 PS, multi point fuel injection petrol engine. This is the first time that a two-cylinder gasoline engine is being used in a car with single balancer shaft.
- The lean design strategy has helped minimise weight, which helps maximise performance per unit of energy consumed and delivers high fuel efficiency.
- Performance is controlled by a specially designed electronic engine management system.
Meets all safety requirements
- The Nano's safety performance exceeds current regulatory requirements. With an all sheet-metal body, it has a strong passenger compartment, with safety features such as crumple zones, intrusion-resistant doors, seat belts, strong seats and anchorages, and the rear tailgate glass bonded to the body.
- Tubeless tyres further enhance safety.
Environment-friendly
- The Nano's tailpipe emission performance exceeds regulatory requirements. In terms of overall pollutants, it has a lower pollution level than two-wheelers being manufactured in India today.
- The high fuel efficiency also ensures that the car has low carbon dioxide emissions, thereby providing the twin benefits of an affordable transportation solution with a low carbon footprint.Related modifikasi Skywave new
The Nano will be launched in India later in 2008. The car will be available in both standard and deluxe versions. Both versions will offer a wide range of body colours, and other accessories so that the car can be customised to an individual's preferences.
Stylish, comfortable
- Designed with a family in mind, the Nano has a roomy passenger compartment with generous leg space and head room.
- Can comfortably seat four persons. Four doors with high seating position make ingress and egress easy.
- With a length of 3.1 metres, width of 1.5 metres and height of 1.6 metres, with adequate ground clearance, it can effortlessly manoeuvre on busy roads in cities as well as in rural areas.
- Its mono-volume design, with wheels at the corners and the powertrain at the rear, enables it to uniquely combine both space and manoeuvrability, which will set a new benchmark among small cars.
Why Nano?
The name 'Nano' was chosen as it denotes high technology and small size.
Most eagerly waited car
People world over were keen to see what Tata Motors' People's Car looked like, and know more about it. The Tata Motors website saw nearly 7.9 million hits on January 10 (the day the Nano was unveiled), while the Tata Nano website saw 4 million hits in 30 hours, making these sites among the busiest in the world.
The Nano website (www.tatanano.com) was developed within a short timeframe of 1.5 months and with limited resources.
The entire portal has been built on open source technologies, involving minimum investment, following the essence of the Nano - low cost, but high technology.
Fuel-efficient engine
- The Nano has a rear-wheel drive, all-aluminium, two-cylinder, 623 cc, 33 PS, multi point fuel injection petrol engine. This is the first time that a two-cylinder gasoline engine is being used in a car with single balancer shaft.
- The lean design strategy has helped minimise weight, which helps maximise performance per unit of energy consumed and delivers high fuel efficiency.
- Performance is controlled by a specially designed electronic engine management system.
Meets all safety requirements
- The Nano's safety performance exceeds current regulatory requirements. With an all sheet-metal body, it has a strong passenger compartment, with safety features such as crumple zones, intrusion-resistant doors, seat belts, strong seats and anchorages, and the rear tailgate glass bonded to the body.
- Tubeless tyres further enhance safety.
Environment-friendly
- The Nano's tailpipe emission performance exceeds regulatory requirements. In terms of overall pollutants, it has a lower pollution level than two-wheelers being manufactured in India today.
- The high fuel efficiency also ensures that the car has low carbon dioxide emissions, thereby providing the twin benefits of an affordable transportation solution with a low carbon footprint.Related modifikasi Skywave new
Monday, January 12, 2009
Detroit Auto Show
I've been checking out some coverage of this year's Detroit Auto Show and I figured I'd highlight some of the cars that have caught my attention so far. Even though the economy has been taking a toll on the automotive industry, there are still some exciting cars to check out.
Audi R8 V10 5.2 FSI
Audi officially took the wraps off of the production version of the V10 R8. With 525HP/391TQ the R8 V10 can rocket to 60 in 3.9 seconds on it's way to a top speed close to 200MPH. Some cosmetic enhancements distinguish the V10 model from the standard R8.
Mercedes McLaren SLR Stirling Moss Edition
There will only be 75 of these built with a price tag of over $1million. They will only be offered to current SLR owners and will feature a 650HP 5.5L supercharged V8 capable of sending the car to a top speed of 217MPH. That should be lots of fun with no windshield. I bet a bug to the face would hurt at over 200MPH. Bring a helmet.
Volkswagen Concept Blue Sport
VW's diesel sportscar concept, the Blue Sport, looks like it has potential. Powered by a mid mounted 2.0L turbodiesel with 180HP/260TQ it should get to 60 in about 6 seconds while returning 35MPG. There is also an "Eco" mode that supposedly will achieve over 60MPG. Certainly won't be a high revving beast but should be fun none the less.
Cadillac Converj Concept
What do you get when you mix the design of a Cadillac CTS Coupe with the drivetrain of a Chevy Volt? You get the Cadillac Converj. It has the same 40 mile electricity only range until the gas engine kicks in to supplement the batteries and all that junk. I can't concentrate on the specs though. Just look at it, it's gorgeous.
Audi R8 V10 5.2 FSI
Audi officially took the wraps off of the production version of the V10 R8. With 525HP/391TQ the R8 V10 can rocket to 60 in 3.9 seconds on it's way to a top speed close to 200MPH. Some cosmetic enhancements distinguish the V10 model from the standard R8.
Mercedes McLaren SLR Stirling Moss Edition
There will only be 75 of these built with a price tag of over $1million. They will only be offered to current SLR owners and will feature a 650HP 5.5L supercharged V8 capable of sending the car to a top speed of 217MPH. That should be lots of fun with no windshield. I bet a bug to the face would hurt at over 200MPH. Bring a helmet.
Volkswagen Concept Blue Sport
VW's diesel sportscar concept, the Blue Sport, looks like it has potential. Powered by a mid mounted 2.0L turbodiesel with 180HP/260TQ it should get to 60 in about 6 seconds while returning 35MPG. There is also an "Eco" mode that supposedly will achieve over 60MPG. Certainly won't be a high revving beast but should be fun none the less.
Cadillac Converj Concept
What do you get when you mix the design of a Cadillac CTS Coupe with the drivetrain of a Chevy Volt? You get the Cadillac Converj. It has the same 40 mile electricity only range until the gas engine kicks in to supplement the batteries and all that junk. I can't concentrate on the specs though. Just look at it, it's gorgeous.
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