World Of Cars 101

Your car’s fuse box controls all of the electrical components in your car. You should always carry spare fuses with you to avoid being stuck. While most of us could live if the radio fuse blew, if your headlights go out at night, you will be very thankful that you had a spare fuse to repair the problem.


Depending on the vehicle make and model, your fuse box will be located below the dashboard or within the engine compartment. All drivers of a vehicle should be familiar with its location. Your vehicle’s owner’s manual will locate the fuse box for you and provide a map of which fuses control which electrical components.

source: http://motoristpassion.blogspot.com/search?updated-max=2011-08-22T19%3A19%3A00-07%3A00&max-results=1

When you think of John Deere most of us conjure up images of work vehicles, rather than machines that encourage you to have fun tooling around the trails. However, after having had the chance to test out John Deere’s 2011 lineup of side-by-sides we’ve come to realize that these machines offer plenty of opportunity to play once the work gets done. A great example of this is the Gator XUV 625i 4x4.
 
Although considered the base Gator for 2011, there was nothing basic about how the Gator 625i performed or looked. It is available in Real Tree Hardwoods HD Camo, Olive and Black, and the well known John Deere Green and Yellow. It comes standard with everything you need to have fun, be comfortable and get the work done.

We traveled to the popular Carolina Adventure World in Winnsboro, SC to do the vehicle review and testing. This area has a very extensive trail system set up and the route we took allowed us to test all of the Gator’s capabilities.


Over the last few years we have been on almost every trail at Carolina Adventure World on a variety of vehicles and the Gator 625iI handled every aspect of the trail we were on without hesitation.
The 23-horse power, 617cc V-Twin engine took us to the maximum 30 mph speed very quickly. For those less inclined to go fast, John Deere has an optional Speed Limiter kit, which will allow full power and acceleration with a keyed lockout that limits the top to 20 mph.


Though we certainly didn’t need it in low-lying South Carolina in the middle of June, it was nice to know that the John Deere 625i is equipped with electronic fuel injection. This will make it easier to start in any type of weather and in higher altitudes.


As soon as we reached the first obstacle on the trail, we reached over and flipped the switch to engage four-wheel drive. That worked for most of the course, but we did stumble across one area where we needed to take advantage of the added feature available on the Gator of locking the rear differential. This allows both rear wheels to work together to get us through that rough spot.
The ride was more comfortable than we expected and the Gator seemed very stable in all the different types of terrain we faced on the trail system. This was partially due to the solid core steel sway bar with double-ball drop link, which helps to reduce body lean and increase durability. The low center of gravity on this vehicle and long 79-inch wheelbase also increases its stability.
It felt very secure even in the rougher areas due to the Independent double-wishbone long-travel suspension and the 11 inches of ground clearance helped as well and kept us from getting stuck on rocks we found in some of the rougher areas of the trail. The full-steel skid plate guards the underbody to help protect it when you test those limits.

The full-clutch enclosure also allowed us to go in through a couple of creek crossings without any problems either. The specifications on this vehicle say it can access water up 22 inches and we’re quite sure we had it in water at least that deep and have no issues to report.


This vehicle comes with Standard OPS (Occupant Protection Systems) which includes a passenger side handhold and 3-point seats for both driver and passenger.


As John Deere’s entry-level model, we were fairly impressed with the cargo capabilities of the Gator 625i. Whether you are at work on the farm, out having fun on the trail, this machine seems to have enough cargo and towing capacity to handle most anything you throw its way..
With 16.4 cubic feet and 1,000-pound weight capacity, the Gator 625i has one of the largest cargo boxes among its closest competitors. It also has a 1,500-pound towing capacity, a 1,400-pound payload capacity. As for the towing, the Gator comes standard with an integrated 2-inch front and rear receiver hitch.





The cargo box comes with 20 tie-down points to make loads easier to secure. It has a standard tailgate with gas-assist for easier dumping. You can also convert it to a flatbed very quickly. Available options include spray-in bed liners and cargo box power lifts.
One of the things that we like the most about this part of the vehicle is the Quick-Clamp system, exclusive to John Deere, which makes adding or removing attachments and accessories very quick and simple, which is good no matter what task you are tasked with.


There are a ton of options and attachments available for the John Deere 625i. Each of the options is available factory installed when you order your Gator, so there is no hassle or trouble getting them put on. 



Compared to the Competition
John Deere actually makes a point to compare its vehicles to the competition. In this case, John Deere used the Polaris Ranger 500 and the Kawasaki Mule 4010 4x4.
All three side-by-sides feature liquid cooled, fuel injected, continuously variable engines. Both the Gator and Mule have Twin cylinder, 617cc mills, while the Ranger is equipped with a single cylinder, 498cc engine. The Ranger offers the highest top speed (47 mph), followed by the Gator (30 mph) and the Mule (25 mph).
The front suspension varies between the three machines. The Gator has fully independent Dual A-Arm with adjustable coils. The Ranger also has Dual A-Arms, while the Mule features Independent MacPherson struts. The front suspension travel is 8 inches in the John Deere, 9.6 inches in the Polaris and 3.9 inches in the Mule.
The rear suspension on the Gator is fully Independent Dual A-Arm with adjustable coils and sway bar. In the Ranger, the rear suspension is Dual A-Arm IRS and in the Mule it is Semi-Independent, De Dion axle with leaf springs and shocks. The rear suspension travel is 9 inches in both the John Deere and the Polaris 500 and 2.8 inches in the Mule.
The ground clearance on each of the machines varies. The John Deere has 11 inches of clearance and the Polaris Ranger has 12 inches while the Mule only has 6.9 inches of ground clearance.
Both the Ranger and the Mule have bench seating while the Gator has bucket seats. The towing capacity of the Gator and Ranger are both 1500 lbs while the Mule is only 1200 lbs.
When it comes to dimensions, the Gator is the longest (119 in.), widest (62 in.), shortest (75 in.) and has the longest wheelbase (79 in.). As for weight, the Gator comes in the middle at 1,386 pounds, compared to 1,214 for the Ranger and 1,406 for the Mule.
The Gator cargo box comes with polypropylene side panels and tailgate, steel floor and load guard. The Ranger has a plastic cargo box and the Mule has a steel cargo box. The dimensions of the cargo box on the Gator (L x W x D) are 45 in. x 52 in. x 11.5 in. compared to 36.5 in. x 54 in. x 11.5 in. for the Ranger and 46.3 in. x 51.6in. x 11.3 in. for the Mule. Both the Gator and Ranger are rated to carry 1,000 pounds, while the Mule can haul 800 pounds.





The John Deere Gator XUV 625i looks like a solid crossover vehicle that should be a good fit for anybody who wants to own one vehicle that can be used on the farm and played with out on the trail. Pricing on this model starts at $9,899.
Specifications
Engine:
   • Type: 4-cycle gasoline EFI (Electronic Fuel Injection)
   • Cylinders: 2
   • Horsepower: 23
   • Displacement: 617cc
   • Max Torque: 34.6 @ 2100 rpm
   • Ignition Type:  Solid State 12 v
   • Cooling System: Liquid
   • Muffler: Spark-arresting
Electrical:
   • Alternator: 25.5 amp @ 3200 rpm, regulated, 306 watts
   • Headlights: Two 37.5 watt Halogen
   • Battery: 340CCA
Fuel System:
   • Gas Tank Capacity: 5.3 Gallon
   • Fuel Pump: Electric
Transmission:
   • Type: CVT (Continuously Variable Transmission)
   • Drive Belt:  Spun Top Cog, 31 mm wide
   • Gear Selection: Hi, Low, Neutral and Reverse
   • Max Speed: Hi Forward 30 mph, Low Forward 17 mph, Reverse 20 mph
   • Brakes: Front/Rear hydraulic disk, Park/driveline mechanical disk, hand operated
   • Bearings: Sealed, Double-row ball
   • Axle: 27mm diameter, forged CV-shaft with Double Offset Joint
Suspension and Steering:
   • Front Suspension: Fully Independent, 8 in travel
   • Rear Suspension: Fully Independent, Dual A-Arm with adjustable coils and sway bar, Travel 9 in
   • Steering: Rack and Pinion
   • Turning Radius: 12.4 ft
4WD:
   • System Type: On-demand true 4-wheel drive
   • Front Differential: Auto-locking (on/off rocker switch)
   • Rear Differential:  Positive locking, mechanically actuated (hand-operated)
Hitch:
   • Front: Standard 2-in receiver
   • Back: Standard 2-in receiver
Dimensions:
   • Length: 119 in
   • Width: 62 in
   • Height: 75 in
   • Wheelbase: 79 in
   • Weight:  1383 lb (including fuel & fluids)
   • Seating:  Capacity 2, Type Professional high back, bucket
   • Ground Clearance: 11 in
   • Towing Capacity: 1500 lb
   • Payload Capacity: 1400 lb
   • Cargo Box Capacity: Length 45 in x Width 52in x depth 12in
   • Cargo Box Volume Capacity: 16.4 cubic ft
   • Cargo Box Weight Capacity: 1000 lb
   • Cargo Box Dump: Manual with lift assist shock (factory installed power lift option)
   • Cargo Box Tailgate: Hinged at bottom, removable
Tires:
   • Front: 26 x 9 -12 Ancla M-T (Extreme Terrain), 26 x 9 -12 Terrahawk AT (All Terrain)
   • Rear: 26 x 11-12 Ancla M-T (Extreme Terrain), 25 x 11-12 Terrahawk AT (All Terrain)
OPS (Occupant Protective Systems):
   • Seat Belts: 3-point
   • Tubular overhead structure: 1.75 in steel tube
   • Passenger Grab Handles: Front OPS Post, Front Dash


source: http://www.atv.com/manufacturers/john-deere/2011-john-deere-gator-xuv-625i-4x4-review-1737.html

After first catching sight of a wicked-looking sport side-by-side from Arctic Cat in March, we finally have some concrete details to provide you. The Wildcat is real and it’s coming soon!

 
According to Arctic Cat the new 2012 Arctic Cat Wildcat 1000i H.O. was inspired by the unforgiving terrain of the Baja 1000 and engineered to attack the gnarliest obstacles with precision and control.
Arctic Cat boasts that the all-new Arctic Cat Wildcat V-Twin 1000 H.O. is the most potent pure-sport recreational off-road vehicle ever built and features industry-leading suspension travel, 13 inches of ground clearance, a full-perimeter frame and the largest displacement engine in its class. “The Wildcat has no equal. Period,” says Claude Jordan, Arctic Cat President and CEO. “Our customers asked for a high-performance side-by-side, and we happily responded with a no-compromise, pure-sport hot rod that redefines what’s possible with a production off-road vehicle.”

Suspension 

While the powerful engine is headline-grabbing, it’s the suspension of the Wildcat that will catch the attention of the hardcore enthusiasts. Arctic Cat says the Wildcat can “effortlessly hammer through whoops and dunes thanks to a front and rear suspension combination that rivals those used on off-road race buggies.”

At the rear is an industry-first five-point, multi-link trailing arm suspension that is designed to keep the tires’ contact patches flat while the suspension moves through its 18 inches of travel! We had to read that part twice!
“The unique five-point, multi-link minimizes camber and axle plunge to soak up the harshest terrain without compromising handling and steering,” says Arctic Cat.
Up front, the double-wishbone front suspension boasts a best-in-class 17 inches of travel, with geometry that’s optimized for stability and control. Both the front and rear suspensions are dampened by Walker Evans Racing shocks. Designed from a lifetime of off-road competition and experience and also made in the USA, these remote reservoir shocks are machined from billet aluminum and feature 17-position compression dampening adjustability, dual-rate springs and preload adjustment. They’re calibrated with ample ride-in to help keep the Wildcat’s tires on the ground.

The all-new Duro Kaden 14-in tires were developed specifically for the Wildcat, utilizing an elongated tread pattern designed to extend to the tires' shoulder and provide excellent cornering, traction, performance and durability in rough conditions.


The foundation for the Wildcat’s suspension is a full-perimeter frame that Arctic Cat says sets a new standard in strength, rigidity and durability. Usually found only in off-road race trucks, the chassis is constructed from High Strength Low Alloy (HSLA) steel with a full-perimeter exoskeleton design that’s a first in the UTV class. With a 40/60 front/rear weight distribution, the Wildcat’s front end is designed to remain light for optimal handling when tackling gnarly terrain. According to Arctic Cat, occupants in the cockpit of the Wildcat are positioned close to the low center of gravity, leaving them less affected by movements of the suspension and chassis and producing a more comfortable and confident ride.





Built in St. Cloud, Minn., the 1000 H.O engine that powers the new Wildcat is the largest displacement engine in the Pure Sport UTV category. The 951cc V-Twin, SOHC 4-stroke with Electronic Fuel Injection has proven itself on the Prowler XTZ. On the Wildcat, the 1000 H.O. has been tuned to deliver even stronger acceleration thanks to the extra torque and horsepower provided by heavy breathing 50mm throttle bodies, a new 2-into-1 ceramic-coated exhaust and an all-new air intake system. The close-coupled, mid-chassis engine location is designed to neutralize the Wildcat’s handling, maximize the rider/passenger volume and reduce cockpit noise
The engine transfers power to the driveshaft via the Duramatic automatic CVT transmission. The addition of the Spike Load Dampener allows the driveline to slip for a millisecond under harsh spike loads, reducing the torque load to the system for optimal durability. A console-mounted shifter allows quicker gear selection between Reverse, Neutral, High and Low gears. Likewise, a dash-mounted switch activates 2- or 4-wheel drive with differential lock. Four-wheel hydraulic disc brakes provide strong, enhanced braking.

Electronic Power Steering

Arctic Cat outfitted the Wildcat with Variable Assist Electronic Power Steering with the goal of delivering even greater steering control and ease. The EPS system is a managed electronic control unit that measures steering input force, tire resistance and vehicle speed, and then provides the appropriate assist to the steering column through an electric motor.
Steering assistance begins at idle, and varies based on the above inputs. According to Arctic Cat this results in light steering input effort at speed while maintaining the right amount of driver feedback to feel the limits of traction and control. The power assist is particularly noticeable at low speeds and when in 4WD (especially with the differential locked), where its reduced steering effort eases changing direction or navigating tough obstacles like washouts, rocks or mud.

Interior 


In the interior of the Wildcat you’ll find contoured, high-back bucket seats with upper body supports that are designed to deliver exceptional comfort and body stability. In fact, Arctic Cat boasts that these seats rival any aftermarket suspension seat on the market. The cut and sewn design cradles the Wildcat occupants to minimize fatigue. A 3-point seat belt with an anti-cinch design keeps you in place.
Getting in and out of the Wildcat should be quick and easy thanks to a tube-frame door with integrated nets. Pivoting from the rear and latching at the front via a simple one-latch mechanism, the doors open quickly and easily, swinging out of the way for hassle-free entry/departure.
Other interior features include an infinitely adjustable tilt steering wheel, a new five-inch digital/analog round gauge that displays 14 critical operations, a locking glove box, and two easy-to-reach cup holders.

The Wildcat is dressed in automotive-style paint: Black Metallic or Arctic Green Metallic. LED headlights and taillights come standard and provide clear, bright light. The Wildcat’s rear cargo bed has the largest capacity in its class with a 300 lb. payload to carry a cooler and additional fuel containers. A 12V accessory outlet is located in the center console for GPS or cell phone adapters. The alternator capacity has been increased for accessory lights, radios or winches. The underside of the Wildcat features full-protection HDPE skid plates to help glide over protruding obstacles, while the chassis utilizes maintenance-free bushings for added durability.

Accessories
If the Wildcat isn’t quite wild enough for you, Arctic Cat will offer more than 50 products to help further set it apart. An array of trick lightweight aluminum protective accessories will be available, like front and rear pre-runner bumpers, rock sliders, A-arm guards and skid plates. A contoured half windshield with a dust management system will divert the wind up and over the rider while the stylized T-top style roof with integrated rear spoiler and built in headliner has room to install your tunes. Look for other items like a gas can holder, spare tire carrier, cooler holder, fender flares and a box cover to arrive shortly among a host of other products.

for more 2012 Arctic Cat Wildcat 1000i H.O. Specs visit this site: http://www.atv.com/manufacturers/arctic-cat/2012-arctic-cat-wildcat-1000i-ho-preview-2014.html

It feels like we've been waiting a decade for the arrival of the 2011 Mini Cooper Countryman, the crossover version of the Mini. But not even two years have passed since the unveiling of the Mini Crossover Concept at the 2008 Paris Auto Show. We've followed test mules to the Arctic, to the Nürburgring and to Death Valley. Earlier this month, the Beachcomber concept in Detroit gave us a clearer look at the final styling. Next stop is the 2010 Geneva Auto Show in March, where the production Countryman makes its official debut. And come January 2011, the 2011 Mini Cooper Countryman and the 2011 Mini Cooper S Countryman will land in the United States.

Fun With Oxymorons
Mega Mini. Maxi Mini. Un-mini Mini. Yes, we're already hard at work inventing cute names for the 2011 Mini Countryman, the biggest Mini of them all.
Mini has yet to release full specifications for the Countryman, but at 161.3 inches from its upright, pedestrian-compliant nose to its pancake-flat rump, the Mini crossover is 5.5 inches longer than the Mini Clubman and 15.7 inches longer than the wee Cooper.
More front and rear overhang is inevitable on a Mini transformed into a utility vehicle, but the wheelbase has also been stretched to 102.2 inches — almost 2 inches longer than the Clubman's and a solid 5 inches over the standard Mini Cooper hatch.

The First Five-Passenger Mini
Those extra inches are going to good use, as the 2011 Mini Cooper Countryman's standard rear bucket seats have a 5.1-inch range of fore/aft adjustment. You don't have to be content with a four-seat Mini this time around, though. Order the three-place bench seat at no extra cost and your Mini Countryman will seat five. The bench will adjust fore/aft (albeit in 60/40 sections), and like the bucket seats, its seatback cushions recline.  




When everyone's fully reclined, the cargo bay offers 12.2 cubic feet of capacity. Or you can make your passengers sit bolt upright and you'll have 15.4 cubes. Either way, a stroller will fit, says Mini, reminding us that the Countryman is aimed at those of us who have crossed over into the world of diapers and affectionate purple dinosaurs.
Drop the rear seats into the floor and you're met with 41 cubic feet in the Cooper Countryman, which is a significant jump over the 32.8 cubic feet in the Clubman. There's space enough for two 26-inch mountain bikes provided you remove the front wheels, according to Mini.
And if you just have to put more stuff on the Countryman's roof, be advised that Mini will offer a factory roof rack. On the matter of roof color, you'll have the usual Mini options of black, white or body color. However, given the blacked-out A-, B- and C-pillars on this car, we can't imagine ordering anything other than a black top on a Mini Cooper Countryman.


 Not So Mega Motors
We also can't imagine not choosing the turbocharged 1.6-liter inline four-cylinder engine that is only available in the Mini Cooper S Countryman.
As you've heard, this engine adds BMW's Valvetronic variable valve lift system to an arsenal that already includes a twin-scroll turbocharger and direct injection. The result is 181 horsepower at 5,500 rpm and 177 pound-feet of torque (with 192 lb-ft on the overboost) and the promise of reduced fuel consumption. At the same time, we don't expect to be wowed by the mpg in the heaviest member of the Mini family.
The Countryman will be among a small handful of U.S.-market SUVs that gives you the opportunity to shift your own gears, via the familiar six-speed manual gearbox. Mini's six-speed automatic transmission is optional and includes paddles shifters. Front-wheel drive is standard, and Mini is estimating acceleration to 60 mph from a standstill in 7.6 seconds and a top speed of 128 mph. (Mini doesn't say, but we expect this is a front-wheel-drive Mini Cooper S Countryman with a six-speed manual.) The last Mini Cooper S Clubman we tested (it had an automatic transmission) took 7.2 seconds to hit 60 mph.
Base versions of the 2011 Mini Cooper Countryman take the normally aspirated version of Mini's 1.6-liter engine. There's no Valvetronic or direct injection on this engine, which makes 121 hp at 6,000 rpm and 118 lb-ft of torque at 4,250 rpm. We sort of like wringing out this motor in the Cooper hatch, but in the pudgy Countryman, it's probably going to drive you nuts. Expect 10.5 seconds to go by before you hit 60 mph, says Mini.

ALL4 U
Of course, the whole point of driving around in a high-riding Mini is to have some extra capability in the snow. All-wheel drive is optional on the 2011 Mini Cooper S Countryman only, as the base Countryman can't spare any of its meager torque to the rear wheels.
Mini calls its all-wheel-drive system ALL4, which doesn't stand for anything, but merely indicates a clutch-pack coupling built onto the final-drive unit. An electrically driven hydraulic pump governs the pressure that reaches the coupling. In dry conditions, you can expect most of the engine's torque to go to the Countryman's front wheels most of the time.
Up to 50 percent can be redirected rearward to promote proper cornering character, and in really extreme conditions, up to 100 percent of engine torque can go to the rear wheels. (Probably the front wheels would have to be frozen solid in blocks of ice for such a scenario to go down.) Additionally, an electronic limited-slip front differential allows for side-to-side torque swaps between the Cooper S Countryman's front wheels.
Mini hasn't yet disclosed exactly how much ground clearance the 2011 Countryman will have, but we do know that a sport suspension (which lowers the car's stance by 0.4 inch) will be optional on at least the front-drive version. That's on top of the already sportier calibrations Mini has applied to the front strut/rear multilink suspension on the Cooper S Countryman. A full line of John Cooper Works parts will be offered as well.
Seventeen-inch rims with 205/50R17 run-flat tires are standard across the board on the 2011 Mini Cooper Countryman line. If you're really serious about filling out those black fenders, you can order 18s from the factory and 19s as a dealer accessory.

The $30K Mini
You still have a year to think about how you want to paint and equip your 2011 Mini Cooper Countryman or 2011 Mini Cooper S Countryman. We hear a production Beachcomber version with removable doors is still being considered as well, though it hasn't yet been given the official nod from Munich.
In addition to being the biggest and most rugged member of the Mini family, the Countryman promises to be the most tech-laden. Adaptive headlights are optional, and Mini is promising full integration for iPhones and other smartphones that find their way into your Countryman.
Undoubtedly the 2011 Mini Cooper Countryman will be more useful and practical than any Mini to date. But it's also edging away from the simple bliss of motoring and into traditional BMW price territory. So prepare to spend $30,000-$40,000 on the long-awaited Mini crossover utility vehicle.




source: worldofcars101.blogspot.com

Toyota has significantly changed the popular crossover sport utility vehicle for 2011 Toyota Highlander Hybrid, making them better styling, more standard features and new user technologies. All Toyota Highlander Hybrid model is equipped with four-wheel-drive with intelligence value and is available in Base and Limited. 2011 Highlander Hybrid is easily distinguished from the gasoline model with a unique grille and bumper design. He shares a new hood and fenders with gas Toyota Highlander, but the rocker body-color with chrome accents, plus fog lamps stacked vertically. Projector beam lights and tail lights with blue lens cap redesigned. Daytime running lights are now standard on all models of the Toyota Highlander.

Toyota Highlander Hybrid Model Hybrid Synergy Drive has a new 3.5-liter V6, more powerful for 2011, 3.3-liter V6 replaces the previous. Pair the system with a V6 petrol engine, high torque electric motor-generator for net total system output 280 hp. A second rear mounted engine provides automatic on-demand four-wheel drive traction. 2011 Highlander Hybrid receive EPA fuel economy is estimated at 28 mpg city and 28 mpg highway rating. Toyota Highlander Hybrid 4WD produce a unique power rear-wheel drive with a separate electric motor (MGR), the additional torque on demand. Likewise, the Toyota Highlander Hybrid 4WD system-i does not require power-transfer gearing or a drive shaft from the front. An electronic system varies torque distribution front and rear depending on traction conditions.





source: http://plugai.com/2011-toyota-highlander-hybrid/

Not much around Ford counts as sacred, but the name "Boss 302" may well be. There have been Mustang Mach 1s that didn't come with V8s, Mustang Cobras that only had 120 horsepower aboard, and the company even sold a "GT350" during the 1984 model year that wasn't much more than some tape stripes. But Ford hasn't used the name Boss 302 since way back in 1970 when the original left production. And Ford hasn't built a Boss Mustang of any sort since the 1971 Boss 351. Until, that is, the all-new 2012 Ford Mustang Boss 302.
Built around a fortified version of the Mustang GT's new 5.0-liter DOHC 32-valve V8 that can twist and shout all the way to 7,500 rpm and knock out 440 hp, the revived Boss 302 seems a more-than-worthy successor to its namesake. The new 2012 Ford Mustang Boss 302 will be (by factory rating) the most powerful Mustang Ford has ever sold without forced induction.
With an engine like that, the old Boss 302 is lucky to be mentioned in the same naturally aspirated breath as the new one.
Racing Back in the Day
The reason there was a Boss 302 back then is racing. And the reason (but surely not the only reason) there's a new Boss 302 today is racing. This time, however, Ford isn't playing catch-up.


In order to compete effectively in the SCCA's Trans Am road racing series, in 1967 Chevrolet had created the Camaro Z/28 and its high-revving, short-stroke "DZ302" 302-cubic-inch (5.0-liter) small-block V8. In the hands of team owner Roger Penske and under the whip of driver Mark Donohue, the Z/28 won three of the 12 Trans Am races run during 1967. Then during 1968, in one of the most dominant professional road racing performances ever, Penske and Donohue won an incredible 10 of the 13 races, including an unfathomable eight in a row.
The Boss 302 was engineered specifically as a response to the ludicrously successful Z/28 and as a way of rearming Ford teams competing in Trans Am. And the essential element of the Boss 302 car was the Boss 302 V8 engine.
Combining a fortified "Windsor" block with the relatively free-breathing cylinder heads from the then-new "Cleveland" 351-cubic-inch V8 was the major trick of the Boss 302. Throw in some solid lifters for precise (and loud) activation of the oversize valves, a sewer pipe-size four-barrel carburetor and the result was a 302-cubic-inch engine underrated at 290 hp while screaming at 5,800 rpm.
That engine would help make the Mustang Boss 302 competitive in the Trans Am series during 1969 and earn it a championship in 1970.

Racing Today
Conceptually, Ford's 2012 version of the Boss 302 V8 follows a similar developmental path. Starting with the new "Coyote" DOHC 5.0-liter V8, the engineering team concentrated on improving its talents for use in the Boss 302R road race Mustang.


 for more information about the Boss 302 click the link below:
http://www.insideline.com/ford/mustang/2012/2012-ford-mustang-boss-302-first-look.html

Do you remember the first time you pressed your face to the glass and exclaimed that four-letter word, "COOL!”? Enter the 2012 Mustang GT Premium, shown here in Race Red.

The 2012 Mustang engines deliver abundant power and off-the-line low-end torque – while providing impressive fuel efficiency* – thanks to twin independent variable camshaft timing (Ti-VCT) in all engines, cast-aluminum blocks on V6 engines, aluminum blocks on V8 engines and cold air induction. Take your pick of muscular power plants. The Hi-Po 302 Boss® 302 delivers 444 horsepower and 380 lb.-ft. of torque. There's the first-ever 305 horsepower, 31 mpg* V6 and the 5.0L V8 that pumps out a smoking 412 horsepower **and 390 lb.-ft. of torque. And all engines are mated to six-speed transmissions. There’s no such thing as compromise for these ponies.

Legendary 5.0L V8 Engine The available 5.0-liter V8 engine boasts Twin Independent Variable Camshaft Timing, an aluminum engine block and cold air induction to help pump out more power.

2012 Ford Mustang Mayhem package insert 3.31 ratio rear axle for off-line acceleration-fast, Mustang GT coupe front and rear stabilizer bars, Mustang GT front struts and rear shocks / springs, Shelby GT500 rear lower control groups, Unique 19 – inch wheels, Pirelli performance tires for improved grip, Mustang GT front and rear caliper brakes with Performance Friction pads, Strut tower brace for increased body rigidity, Unique electronic stability calibration with sport mode for performance driving, and unique badging.


 New Mayhem package will be offered with the all-together aluminum Ti-VCT engine produces 305 HP V6 as found in the standard model, but will benefit from some extra. An electronic stability control with a unique calibration for performance sport driving mode has been added to enhance the driving experience and the Mustang GT front and rear brake calipers with performance friction pads do their work by giving greater strength to stop. Mustang upgrades will also receive a Mustang GT coupe front and rear stabilizer bars, Mustang GT front struts and rear shocks / springs, Shelby GT500 rear control arm lower, and a strut tower brace for increased body rigidity. Also there will be a unique 19-inch wheels wrapped around performance Pirelli tires, some unique badging, and 3.31 ratio rear axle for off-line acceleration-quick.



sources: http://ototechno.com/2012-ford-mustang-v6-mayhem-release-date-and-specs.html
             http://www.ford.com/cars/mustang/features/ 

To get straight to the point: the new smart fortwo can do everything that the current model can do – but even better. This means that the new smart fortwo is even more comfortable, even more agile, even safer and even more ecological than its predecessor. The changed running gear and the slightly larger body make the smart fortwo even more comfortable.
The active and passive safety have been further improved. The new drive engineering provides for even more agility and driving fun and also makes the new smart fortwo even more ecological.
The design has been skilfully further developed and gives the new smart fortwo a fresh, more masculine appearance. And yet it retains its unmistakable character: you can always tell a smart fortwo at first sight – by its striking tridion safety cell that is also one of the main safety features, and by the innovative plastic bodypanels that are extremely practical into the bargain.
Engines: powerful, clean, economical
The smart fortwo will be launched in April 2007 with reengineered uprated petrol engines. The three cylinder engine has capacity of one litre and delivers 45 kW, 52 kW or 62 kW (61 bhp, 71 bhp or 84 bhp). The engine power of the smart fortwo cdi has increased by ten percent and now stands at 33 kW (45 bhp).
All engines are linked to an automated manual five-speed transmission from Getrag that has also been reengineered.

 source: http://www.drivethecars.net/smart-fortwo-coupe-2007/

A marriage of advanced technology and daring design, the all-new Elantra is a wind of change in the automotive industry. Hyundai’s reputation for superior build quality and reliability add the crowning touch for this new leader in the compact class segment.

Perhaps an even more significant transformation comes in the car’s interior (shown here in Limited trim) with a genuinely modern cabin that gives a feel like it doesn’t share a single button with the previous generation car. The same can’t be said about the Civic, or about the Cruze. In the fuel economy wars the Elantra still remains the unrivalled champion. While the Cruze advertises a special 42-mpg Eco model, that’s only for the stick shift and it costs thousands more than the base model. For 2012, automatic transmission versions will get 38-mpg on the highway, an improvement of 2-mpg. The Focus gets the same and both come up one short of the Civic with 39-mpg. The real world difference between these models isn’t all that significant, but Hyundai’s ability to claim that magic 40-mpg number puts the Elantra in a whole new marketing league.



for more information about this car click this link: http://www.autoguide.com/manufacturer/hyundai/2012-hyundai-elantra-gls-review-video-1575.html

A reflection of its heritage, designed for the present, a future piece of automotive history. By its very nature, every Camaro special edition is a consecration of a moment in the Camaro story, whether it's the 1967 Indy Pace Car Replica or the 2012 45th Anniversary Edition. This is not an equal-opportunity vehicle. It's a machine bought out of love, devotion, passion and the pinnacle of enthusiasm for an automotive brand.
The first Camaro special edition was born on the track. But it's become much more. Each model highlights different aspects of what it means to be a Camaro. The Neiman Marcus edition is pure luxury and design. Synergy Series is sporty and aggressive. And the Indy Pace Car Replica? That's a grand tradition that continues to this day.

The ordering process for the 2012 Transformers Special Edition Camaro will begin in July, with deliveries scheduled for September. The package will tack on $3,000 to the price of the Camaro.
In addition to the United States and Canada, the limited edition Camaro will also be available in China, Japan, Europe, South America, and the Middle East.

What it is: A two-seat super–sports car left for dead in the wake of Chrysler’s stay in Chapter 11 purgatory, exhumed by Fiat boss Sergio Marchionne. Styling is expected to echo elements of the Alfa Romeo 8C Competizione and Zagato’s Alfa Romeo TZ3 concept car. Dealers got to see a design study in September, but it remains shrouded in secrecy. Ralph Gilles, VP of design at Chrysler and CEO of the Dodge division, recently told an industry conference that the styling of the next Viper was inspired by a “naked woman on the beach.” This could be very, very good or—depending on which naked woman served as inspiration—less so.
Why it matters: C’mon—it’s a new Dodge Viper. Although actual Ferrari hardware is unlikely, the new Viper will have the benefit of Ferrari engineering and development.
Platform: Front-engine, rear-drive, extensive use of lightweight materials. Beyond that, who knows?
Powertrain: Speculation raises several possibilities, but the most frequent—and most likely—is a revised version of the 8.4-liter V-10 equipped with Fiat’s Multiair variable intake-valve timing system. Output could be as high as 700 horsepower if Chrysler/Fiat decides to challenge the ZR1 Corvette. If that’s the case, a more modestly priced version may be offered with Chrysler’s 6.4 Hemi V-8. The Viper likely will keep its six-speed manual gearbox.
Competition: Aston Martin V-8 Vantage, Audi R8, Chevrolet Corvette Z06/ZR1, Porsche 911 Turbo.
What might go wrong: Although a styling prototype exists, Marchionne and his Fiat cohorts may  yet decide that the Viper business case is untenable.
Estimated arrival and price: Late 2012, from $95,000.