2010 Ferrari 458 Italia, the power Machine

The stunning new Ferrari 458 Italia will succeed the famed F430, and is completely new according to the company. The numeric part of the name is derived from the engine displacement (4.5 liters) and number of cylinders (eight), while the Italia name was chosen because Ferrari feels the car exemplifies the flair and passion of its homeland. Of course, it wouldn’t be a new Ferrari without input from legendary F1 champ Michael Schumacher, who aided in the 458’s development since the inception of the project.

570 Horsepower:

The 458 will use a new, 4.5-liter direct-injected V-8 producing 570 hp at 9000 rpm and 398 lb-ft of torque at 6000 rpm, and over 80 percent of the latter is available from 3250 rpm. That’s a hefty increase of 87 hp and 55 lb-ft of torque over the already-potent F430. The wheels are 20 inches in diameter one more than the F430’s and the rubber grows, too, measuring 235/35 up front and 295/35 in back. This should add grip that will no doubt aid the Italia in reaching Ferrari’s estimated 0-to-62-mph time of “under 3.4 seconds.” Top speed is a claimed 202 mph. The exhaust will exit through three tips at the back, and prototype photos show what appear to be active flaps integrated into the two outboard tailpipes. A high-performance ABS braking system is said to halt the 458 from 62 mph in just 107 ft with help from a function that lays the brake pads against the standard carbon-ceramic discs once the driver lifts off the throttle. Power will be delivered through a paddle-shifted, seven-speed dual-clutch automated manual transmission that has been geared to take advantage of the new engine’s superior low-end grunt.

The chassis of the 458 Italia is constructed of aluminum and suspended by control arms up front and multilinks in the rear. Ferrari promises an even more direct steering ratio, which should help maintain the fantastic turn-in we know from the F430 despite nearly two extra inches of wheelbase and 0.6 inch of additional length (the Italia’s wheels sit 104.3 inches apart). The 458 Italia is 178.2 inches long, 76.3 inches wide, and 47.8 inches tall, which represent increases of 0.6 inch, 0.6 inch, and nothing, respectively. The 458 will boast essentially the same weight distribution as the F430, with 42 percent of its heft over the front axle and 58 percent over the rear.

Futuristic Ferrari:

The Pininfarina-designed shell is sure to spark controversy among those particularly fond of classic Ferrari styling: the company calls it a “complete departure from the past.” The futuristic look is sculpted, according to the company, to aerodynamic requirements. The 458’s flat underbody helps airflow, while the overall shape can generate a claimed 309 pounds of downforce at 124 mph. As with similar devices of dubious legality found on Ferrari’s F1 cars, tiny, trick winglets in the nose add downforce and then deform as speed increases. Here, they reduce the area of the radiator inlets and cut drag. The rear of the 458 Italia is a bit reminiscent of the ’s bulbous posterior, but it’s more artfully executed, with myriad details over which your eyes can crawl.

Ferrari 458 Italia Specifications:

As promised, the interior of the new 458 is purely focused on the driver. Ferrari says the new steering wheel and dash layout come directly from racing practice, which is why the steering-column mounted stalks have been thrown out and the paddle shifters have been lengthened for easier shifts. Turn indicators, the high beams, and the wipers are now activated by buttons on the steering wheel, which is also where you’ll find the switch to alter shock settings. These functions, plus the ignition button and manettino settings, are what Ferrari considers to be the primary driver controls. Secondary functions can be found in two dash pods. To the right of the wheel are a digital speedometer readout and infotainment, Bluetooth, and rear camera controls; to the left reside controls for the optional cruise control and switches for controlling a digital readout and the on-board computer. The new 458 also provides feedback to the driver through three statuses: Warm-Up (operating temperatures are too low), Go (ideal conditions), and Over (some of the components need time to cool).

The Price starting from $150,000.

2010 Nissan Skyline GT-R, The Racing Car

When it comes to iconic sports cars, there are not all that many that have endured the test of time, but the Nissan GT-R (formerly known as the Nissan Skyline GT-R) is one such car. Most of us may still remember the original Skyline GT-R, or the R32 GT-R as it’s generally referred to, but the history of the badge goes much further back than that. All the way back to 1969 in fact with the PGC10 (the original Nissan GT-R) followed by the KPGC110. Nissan is now without a doubt manufacturing the best Japanese affordable supercar, but it once had to contest with the likes of Honda and Mitsubishi (NSX, GTO-GT3000). These days it appears as though its Japanese rivals have all but bowed in defeat (excluding the Lexus LFA which is considerably more expensive).

Before we get started, it’s worth taking a quick look at the GT-R’s recent history. Back in 1999 Nissan was in serious financial trouble and it took no other than Carlos Ghosn to turn the company around. Initially the restructuring plan saw thousands of jobs cut and factories closed down; it also meant an end to the GT-R project. Fast-forward a decade and it was Ghosn himself who gave the green light to the new R35 Nissan GT-R.

Nissan decided to build the new GT-R in a time when its Japanese rivals were focusing on volume rather than branding and the gamble proved to be a major success, lifting the Nissan brand to an entirely new level amongst car enthusiasts. Nissan’s ambitions to beat Porsche around its own test track at Nurburgring proved to be the clincher. 7:27.7 is the claimed lap time (one which has been disputed by Porsche). Despite what Porsche likes to claim, since its introduction over two years ago the Nissan GT-R has won 66 awards, a lot more than there is space here to list. Some notable awards include car of the year by Top Gear, Automobile Magazine, Evo Magazine, Motor Trend and more.

Driving a Nissan GT-R is similar to driving a Mitsubishi Lancer Evolution or Subaru WRX STI, except that it’s powered by a 3.8-litre twin turbo V6 VR38DETT engine delivering (a ridiculous) 357kW and 588Nm of torque. That means it goes significantly faster than its cheaper Japanese rivals but also handles better (figure that one out). What really sets it apart is the 0-100km/h time of around the 3.5 second mark (can go down as low as 3.2 seconds with the risk of damaging the transmission) – this puts the GT-R in the same league as Ferraris, Lamborghinis and other European super cars worth considerably more coin.

For those of you wondering how a 3.8-litre twin turbo V6 can get such impressive figures, one of the secret is high combustion temperature. Mr Mizuno said whilst most cars have a combustion temperature of 800-850 degrees, the Nissan GT-R is around the 1,110 degree mark. “High temperature, small space, big bang“. The engine is able to take the higher combustion temperatures thanks to a plasma coating technique. There are only 12 engine development platforms at the Nissan GT-R assembly plant in Tochigi, Japan. Each one builds the entire engine from the ground up. Currently the Japanese company can only produce about 1,000 units per month. That also helps make the GT-R as exclusive as a mass produced Nissan can be.

2010 Nissan Skyline GT-R Specifications:

The 2010-11 models sells for $158,800 or $162,800 for the GTR Premium model.

2010 Ford Mustang Coupe GT, the Muscle Car

The 2010 Ford Mustang puts a bounce in its gallop with rejuvenated styling inside and out. It also boasts larger wheels, standard stability control and more power for the V8-powered GT model. Handling has been improved across the board, and the GT benefits from suspension tuning from last year’s discontinued Bullitt edition. An optional GT TrackPack further sharpens the Mustang GT’s suspension for track duty. Additionally, Ford’s voice-activated Sync multimedia integration system is now available for the Mustang.

From the driver’s perspective, the 2010 Ford Mustang is a tale of two engines. The base Mustang with its aged V6 is a truck in sport-coupe clothing, a debatable 20-dollar upgrade at the Hertz counter. The Mustang V8, on the other hand, is a barrel-chested beast that lives to make stoplight mincemeat of similarly priced import sport coupes. But even the base Mustang V6 benefits from the numerous exterior and interior styling updates for 2010, and new optional features like Ford Sync are undeniably alluring. On this view, the 2010 Ford Mustang actually offers something for everyone: a rowdy V8-powered performance car for enthusiasts and a distinctively styled six-cylinder coupe for those whose tire-squealing days are behind them.

Let’s start with the Mustang GT, a rambunctious purveyor of burbling exhaust pipes and smoking tires that can nonetheless tackle a twisting mountain road with admirable poise. Its non-independent rear suspension might not be the most technologically advanced design on the planet, but the GT makes up for it with a combination of a sweet 4.6-liter V8 and shrewd suspension tuning, both of which have benefited from a raid on the discontinued Mustang Bullitt’s parts bin. The V8 gains 15 horsepower and 5 pound-feet of torque this year, thanks in large part to the Bullitt’s cold-air induction system, and the springs and shocks have also been dialed up to Bullitt levels of stiffness. For those who aren’t sufficiently impressed by the GT’s improvements, the TrackPack option package tightens up the suspension even further.

The Mustang V6, on the other hand, is saddled with an ancient V6 that’s intimately related to the venerable Ford Ranger pickup’s optional 4.0-liter power plant. It continues to sell well because of its eye-catching retro styling and considerably lower cost, but in our opinion, there are simply better choices. The Mustang V6′s base price makes us think of numerous other desirable sporty cars we’d rather spend that money on the Honda Civic Si and Hyundai Genesis Coupe 2.0T, to name a couple. However, we will confess that the Mustang V6 convertible would be our rental ragtop of choice, easily beating out the monumentally boring Chrysler Sebring.

Notwithstanding the Mustang V6′s mediocrity, the V8-powered GT is certainly an enticing proposition. It’s more nimble than the Dodge Challenger, and while the Chevrolet Camaro SS puts up competitive numbers, the smaller ‘Stang GT is more maneuverable and fun to drive. One might also consider the Hyundai Genesis Coupe V6 and the Nissan 370Z, though neither can match the Mustang’s melodious V8. All said, the Mustang V6 may be the dog of this show, but the GT is a thoroughbred pony that offers one of the best sub-$30,000 rides in the business.

2010 Ford Mustang Base Coupe Performance & Efficiency Standard Features

• 4,009 cc 4.0 liters V 6 front engine with 100.4 mm bore, 84.4 mm stroke, 9.7 compression ratio, overhead cam and two valves per cylinder 99N
• Unleaded fuel 87 and petrol
• Fuel consumption: EPA 08 city (mpg): 18, highway (mpg): 26, combined (mpg): 21, 541 and 336
• Multi-point injection fuel system
• 16.0 gallon main unleaded fuel tank 13.3
• Power: 157 kW, 210 HP SAE @ 5,300 rpm; 240 ft lb, 325 Nm @ 3,500 rpm

2010 Ford Mustang Base Coupe Handling, Ride & Braking Standard Features

• ABS
• Four disc brakes including four ventilated discs
• Electronic traction control via ABS & engine management
• Immobilizer
• Spacesaver steel rim spare wheel
• Stability control
• Strut front suspension independent with stabilizer bar and coil springs, beam rear suspension rigid with coil springs

2010 Ford Mustang Base Coupe Exterior & Aerodynamics Standard Features

• Painted front and rear bumpers
• Driver and passenger power black door mirrors
• External dimensions: overall length (inches): 188.1, overall width (inches): 73.9, overall height (inches): 55.6, wheelbase (inches): 107.1, front track (inches): 62.3, rear track (inches): 62.9 and curb to curb turning circle (feet): 33.4
• Complex surface lens halogen bulb headlights
• Metallic paint
• Fixed rear window with defogger
• Weights: curb weight (lbs) 3,401
• Windshield wipers with variable intermittent wipe

2010 Ford Mustang Base Coupe Interior Standard Features

• 12v power outlet: front
• Air conditioning
• Fixed mast antenna
• RDS audio system with AM/FM and CD player
• Cargo capacity: all seats in place (cu ft): 13.4
• Clock
• Floor console
• Delayed/fade courtesy lights
• Cruise control
• Front seats cup holders
• Floor mats
• Driver front airbag with multi-stage deployment, passenger front airbag with occupant sensors and multi-stage deployment
• Bucket driver seat with height adjustment manual, bucket passenger seat
• 3-point reel front seat belts on driver seat and passenger seat with pre-tensioners
• Front seat center armrest
• Two height adjustable head restraints on front seats
• Internal dimensions: front headroom (inches): 38.5, rear headroom (inches): 34.7, front hip room (inches): 53.4, rear hip room (inches): 46.8, front leg room (inches): 42.4, rear leg room (inches): 29.8, front shoulder room (inches): 55.3, rear shoulder room (inches): 51.6 and interior volume (cu ft): 83.3
• Low tire pressure indicator
• Remote power locks includes power windows
• Power steering
• Front power windows with two one-touch
• Front reading lights
• 3-point reel rear seat belts on driver side and passenger side
• Two symmetrical bench/sports front facing rear seats with zero adjustments
• Rear view mirror
• Remote control remote trunk/hatch release
• Upgraded cloth/velour seat upholstery with additional upgraded cloth/velour
• Seating: four seats
• Front side airbag
• Four speaker(s)
• Plastic steering wheel with tilt adjustment
• Tachometer
• Driver and passenger vanity mirror
• Ventilation system

The Price for 2010 Ford Mustang are as Below.

2010 Chevrolet Camaro LS Coupe, A Bumblebee (From Transformers Movie)

GM officials proclaimed they were excited to get back into the realm of sports cars, besides the Corvette of course, and the new Camaro represents a heritage-inspired sports car for the 21st century. As previously reported, the Camaro LT and LS models receive a 3.6-liter direct-injected V-6 which is rated at an estimated 300 horsepower (224 kW) and 273 lb.-ft. of torque (370 Nm). A six-speed manual transmission is standard; a Hydra-Matic 6L50 electronically controlled six-speed automatic, with TAPshift control, is available. The 3.6L engine delivers an estimated 26 mpg on the highway.

The Camaro SS gets the 6.2L V-8 LS3 engine from the Corvette making 422 horsepower (315 kW) and 408 lb.-ft. of torque (553 Nm) with the standard six-speed TR6060 manual transmission. However, for those selecting the 6-speed automatic receive a slightly different less powerful engine.

Introducing the new L99 V-8 engine. Based on the LS3 engine, it receives GM’s Active Fuel Management (aka cylinder deactivation system). The system allows cylinder deactivation down to 4 cylinders during light-load driving conditions, such as highway cruising, to improve fuel economy. The L99 is estimated at a slightly deficient 400 horsepower (299 kW) and 395 lb.-ft. of torque (535 Nm), and it is matched with a Hydra-Matic 6L80 six-speed transmission. Although this sounds not very appealing for the horsepower minded, this combination delivers an estimated 23 mpg on the highway, only 3 mpg less than the V6.

2010 Chevrolet Camaro LS Coupe Interior Standard Features

• 12v power outlet: front
• Air conditioning
• Element antenna
• Anti-theft protection
• RDS audio system with satellite and CD player CD player reads MP3
• Cargo capacity: all seats in place (cu ft): 11.3
• Cellular phone
• Clock
• Compass
• Computer with average speed, average fuel consumption and range for remaining fuel
• Floor console
• Delayed/fade courtesy lights
• Cruise control
• Front seats cup holders
• External temperature
• Driver front airbag with multi-stage deployment, passenger front airbag with occupant sensors and multi-stage deployment
• Sports electrically adjustable driver seat with height adjustment and one adjustment manual, sports electrically adjustable passenger seat with one adjustment
• 3-point reel front seat belts on driver seat and passenger seat with pre-tensioners
• Front seat center armrest
• Two height adjustable head restraints on front seats
• Headlight control with dusk sensor
• Internal dimensions: front headroom (inches): 37.4, rear headroom (inches): 35.3, front leg room (inches): 42.4, rear leg room (inches): 29.9, front shoulder room (inches): 56.9 and rear shoulder room (inches): 42.5
• Low tire pressure indicator
• Remote power locks speed sensing
• Power steering
• Front power windows with two one-touch
• Front reading lights
• 3-point reel rear seat belts on driver side and passenger side
• Rear seat center armrest with trunk access
• Two one-piece bench/sports front facing rear seats with zero adjustments
• Rear view mirror
• Remote control remote trunk/hatch release
• Front and rear side curtain airbag
• Cloth seat upholstery with additional cloth
• Seating: four seats
• Service interval indicator
• Front side airbag
• Six speaker(s)
• Plastic steering wheel with tilt adjustment and telescopic adjustment
• Tachometer
• Telematics includes engine shut down
• Driver and passenger vanity mirror
• Ventilation system with micro filter
• Voice activating system includes phone

The price of Chevrolet Camaro is around $22,680 – $33,945.

2010 Triumph Rocket III Roadster, A Monster Bike

The world’s ultimate motorcycle Roadster moves out of pure cruiser territory and transcends into that of the ultimate muscle streetfighter with the new Rocket III Roadster. With its 2.3-litre three-cylinder engine that produces 148 horsepower and 220Nm of torque, the TriumphRocket III is a motorcycle that’s not to be trifled with. It may be one cylinder and 50bhp down on the Yamaha VMax, but for sheer ferocity and the ability to scare the pants off lesser machines, the British-built Rocket III is up there with the best of them. Triumph Rocket III Roadster weighs no less than 353 kilos, which makes it one of the biggest, heaviest production motorcycles currently available anywhere. This is definitely not a bike for beginners. And even those who’ve used big touring bikes in the past need to be careful with the Triumph, if you don’t concentrate hard enough during low-speed maneouvers, you could end up in a very complicated situation indeed.

The initial heaviness gives way to a smooth and comfortable ride once the bike is on the move. The riding position is very good and allows you to control the heavy machine with ease. The seat is relatively close to the handlebars and is remarkably comfortable. The 24-litre fuel tank provides a reasonably long range, since the bike averages about 12.2km/l – about what you’d expect from that massive three-cylinder engine. On the road, the engine seems smoother than before and there’s hardly any noticeable vibration. The shaft drive system works well, the gearbox is adequately slick and there’s an always huge amount of thrust available at low and medium revs, where the Roadster accelerates really hard. The Rocket III Roadster is happy traveling at whatever speed you want, though around 140km/h feels just about perfect. On motorways, the tiny front fairing provides more wind protection than you’d probably imagine.

However, as you’d expect for such a big, heavy bike, the Roadster can be a touch wobbly and you need to be extra careful with it in the corners. The suspension is soft and provides a comfortable ride, but isn’t up to the task of hustling the bike along quickly. That said, the rear shock is fairly progressive and effective. The Rocket’s brakes are powerful and work well and the standard ABS is perfectly adjusted and very useful indeed.

2010 Triumph Rocket III Roadster: Tech Specifications

• Engine: DOHC, 12-valve, fuel-injected, liquid-cooled, 2,294cc inline-three
• Power: 148bhp at 5,750rpm
• Torque: 220Nm at 2,750rpm
• Transmission: 5-speed
• Chassis: Tubular steel double cradle
• Front suspension: Non-adjustable 43mm USD fork, 120mm travel
• Rear suspension: Preload adjustable double spring shock, 105mm travel
• Brakes: Twin 320mm discs with four-piston callipers (front), single 316mm disc with twin-piston calliper (rear), ABS standard
• Wheels and tyres: 150/80-17 (front), 240/50-16 (rear)

This isn’t really the bike for tight, twisty mountain roads – you need to plan all your manoeuvres well in advance. The bike reacts slowly and reminds you, if you insist on going too fast, that it isn’t really a streetfighter. However, with that big, powerful engine pumping away lustily, the new Rocket III Roadster can be a surprisingly enjoyable bike to ride at all times.

The price for this Monster is $17,462 US and 10,949 pound.

Suzuki GSX-R1000 Launched in India features and price details

Suzuki now come with all new latest bike named as Suzuki GSX-R1000,Suzuki GSX-R1000 is also known as Gixxer, The GSX – R1000 is available in two colors White / Blue & Black /Silver, Suzuki GSX-R1000 is one of the best bike its look really cool and it has really good features as compared to availble bike in India.

According to Chairman Katsumi Takata, Suzuki Motorcycle India Pvt Ltd (SMIPL), the company takes immense pleasure in offering outstanding technology and performance to the pro-bikers of India. SMIPL has targetted to sell 200 units of its new CBU bikes GSX-R1000 and Bandit 1250S during 2010-2011, as the company was able to sell the same number during the first year following the Hayabusa and Intruder launch

Suzuki GSX-R1000 has a 999cc engine of DOHC, 16-valve, TSCC with increased rpm and top-end power potential. The GSX-R 1000 is also fitted with a revised back-torque-limiting clutch offering improved lever feel and feedback.

Suzuki GSXR 1000 Technical Specifications:

• Model Number: GSXR1000K9 Anniversary
• Type: Sport bike
• Engine Type: DOHC, 4-stroke, 4-cylinder, liquid-cooled,
• Gearbox: 6-speed
• Displacement: 999 cm3 (cc)
• Ignition Type: Electronic Ignition (Transistorized)
• Bore x Stroke: 74.5 mm x 57.3 mm
• Compression ratio: 12.8:1
• Transmission: 6-speed constant mesh
• Ground Clearance: 130mm (5.1in)
• Clutch: Cable-operated back-torque-limiting clutch
• Seat height: 810mm (31.9in)
• Curb Mass: 205kg (452lbs)
• Fuel Tank: 17.5 litres (4.6 US gallons)
• Suspension (Front): Inverted telescopic, coil spring, oil damped
• Suspension (Rear): Link type, coil spring, oil damped
• Dimensions And Weight
• Overall length: 2,045mm (80.5in)
• Overall width: 720mm (28.3in)
• Overall height: 1,130mm (44.5in)
• Wheelbase: 1,405mm (55.3in)
• Brake (Front): Disc, twin
• Brake (Rear): Disc
• Tyres Size
• Front: 120/70ZR17M/C (58W), tubeless
• Rear: 190/50ZR17M/C (73W), tubeless

Price and availability :

The Suzuki GSX-R 1000 is available in eleven cities of different stats of India like Bangalore, Hyderabad, Delhi, Chennai, Ahmedabad, Ludhiana, Pune, Mumbai, Raipur, Cochin and Bhubaneshwar. The super bike is available in two cool color options, black and silver and blue and white. Suzuki GSX-R 1000 bike is available with of price Rs. 12.75 Lakh in India (approx)

Chevrolet Beat price in India

Chevrolet Beat was launched in India by US car-maker General Motors at event of uto expo 2010, Chevrolet Beat will be available in 3 variants that are the Base PS version, LS version and Fully loaded LT variant.

Chevrolet Beat’s concept was developed according to the Global Product Development process. This process includes design, engineering, powertrain and manufacturing organizations.

Price of Chevrolet Beat:
Ex-showroom Price, Delhi
Chevrolet Beat 1.2 : 3,43,000
Chevrolet Beat 1.2 LS : 3,64,400
Chevrolet Beat 1.2 LT : 4,00,000

Ex-showroom Price, Mumbai
Chevrolet Beat 1.2 : 3,59,800
Chevrolet Beat 1.2 LS : 3,82,200
Chevrolet Beat 1.2 LT : 4,23,200