SUPER AUTO BLOGS

Jaguar has issued a recall covering 6,475 2010-11 XJ sedans built between July 28, 2009 and November 3, 2010 due to defective windshield wipers. The National Highway Traffic Safety Administration details the exact problem with these XJs, saying:
“The front wiper arms to spindle fixings were not torqued to specification during manufacturing. As a result, the securing nuts could fail to perform as intended, resulting in a loss of wiper arm synchronization and a clash of the wiper arms.”
Clashing wiper arms mean they could detach from the vehicle altogether, which is perhaps the last thing any driver would want to have to deal with on a rainy (or snowy) day. The full recall is expected to commence on or before December 13, and dealers will ensure that the wiper arms are securely fitted to the spindle. To read the full details, follow the jump for NHTSA’s release.

We have quite the soft spot for the Mazda5 mini-minivan. It’s a taller, more capacious version of the zippyMazda3, and it stands totally alone in a class of Americanized small MPVs (until the Ford Grand C-Maxarrives on our shores, that is). Mazda has given the 5 a healthy once-over for the 2012 model year, and the automaker has just announced that the swoopy new people-mover will be priced from $19,990 (including destination and delivery).
That sub-$20,000 price point gets you the base Sport model, which has 16-inch wheels, air conditioning, power windows and mirrors, tilt/telescope steering wheel, remote keyless entry and safety features like Dynamic Stability Control and traction control. The $21,990 Touring model adds 17-inch alloys, a five-speed automatic transmission, Bluetooth, and a leather-wrapped steering wheel. The top-rung Grand Touring ($24,670) will net you a moonroof, automatic xenon headlamps, heated mirrors, rain-sensing wipers, heated leather front seats and an upgraded audio system with Sirius satellite radio.
The entire Mazda5 range is powered by the automaker’s 2.5-liter inline-four (found in the Mazda3, Mazda6and CX-7) that produces 157 horsepower and 163 pound-feet of torque. Base Sport models come standard with a six-speed manual transmission, while a five-speed autobox is the only transmission available on Touring and Grand Touring models.

Look for the 2012 Mazda5 to hit dealerships in January of 2011. For the full details, follow the jump for Mazda’s press release.

While Subaru may not admit it, for all intents and purposes, you’re likely looking at the next-generation Impreza. Penned under a new “confidence in motion” design philosophy, the internationally known four-door receives clean and simple character traits that continue to evoke the brand’s iconic anytime-anywhere attitude.
Designers styled the front clip in a manner that accentuates its bulk and strength. The brand’s hexagonal grille takes its prominent place at the nose and includes a badge flanked by wings. Slim “hawk eye” headlights wrap far into the highly accentuated wheel arches (like those of the current Legacy), giving the model a strong sense of speed and confidence.

But the avian motif doesn’t end there. Skinny wing-shaped fog lights find their ways inside lower air inlets. As it is a “four-door coupe”, the side profile remains trim with slim windows and blacked out b-pillars. Tiny dual rearview cameras protrude from atop the a-pillar and send their views to the dash’s high-definition touch display.
Like the front, the concept’s hindquarters take on a hexagonal shape. LED taillights extend into the quarter panels, while underbody diffusers reduce drag and improve fuel economy. A 2.0-liter version of Subaru’s current 2.5-liter Boxer motivates all four multi-spoke wheels. Fuel ratings are further improved by the Lineartronic continuously variable transmission.
The Impreza’s sophisticated, yet uncomplicated theme continues inside. Platinum colored leather with double stitching and blue piping wraps each of the four buckets. A large central touch display relays all pertinent vehicle and multimedia information. Matching haptic controls on the sport steering wheel make switching channels or volume adjustment a cinch. There’s also a forward facing EyeSight camera that not only provides a camera for extra visibility, but additionally acts as a collision avoidance tool.
Although labeled a design concept, the Impreza is quite telling of the brand. It successfully melds environmental friendliness, ride comfort, luxury, and all-wheel drive athleticism into a modern and attractive package. More interestingly, it serves as our best indication of what the speedier two-door “Toyo-Baru” could look like. As for further details on both the standard and go-fast versions, you’ll have to stay tuned to this channel for all your latest news.

Intended as a surprise unveiling at the Los Angeles Auto Show, BMW has revealed the 2011 6-Series convertible. However, for reasons unknown the drop-top never made it to the show. It’s unfortunate given the importance of the sunny Californian market.
Drawing inspiration from the Concept 6-Series Coupe, the convertible has a long bonnet, a forward-slanted grille, xenon headlights, distinctive LED fog lights and 18-inch alloy wheels (19-inchers on the 650i). To reduce weight, BMW has retained the 6-Series’ double buttress soft top which can be lowered in 19 seconds and raised in 24 seconds at speeds up to 25 mph (40 km/h).

Inside, the cabin mimics the previous 6-Series but there is a greater emphasis on material quality and driver-focused controls. Notable highlights include Dakota leather upholstery (Nappa leather with SunReflective Technology is optional) and a freestanding 10.2-inch iDrive display which can display e-mails via Bluetooth connection with a BlackBerry smartphone.
At launch, two engines will be available. The 640i uses a turbocharged 3.0-liter inline six-cylinder engine that produces 320 hp (239 kW / 324 PS) and 450 Nm (332 lb-ft) of torque. This allows the car to accelerate from 0-100 km/h in 5.7 seconds and hit an electronically limited top speed of 155 mph (250 km/h). In terms of efficiency, expect 35.8 mpg (imp) in the combined cycle and CO2 emissions of 185 g/km.
In the 650i, power is provided by a twin-turbo 4.4-liter V8 engine with 407 hp (304 kW / 413 PS) and 600 Nm (442 lb-ft) of torque. It enables the drop top to accelerate from 0-100 km/h in 5.0 seconds, before hitting an electronically limited 155 mph (250 km/h). Furthermore, it is expected to average a combined 26.4 mpg (imp) and emit 249 grams of CO2 per kilometer.
Regardless of what engine is selected, a six-speed manual is standard and eight-speed automatic is optional (some markets, such as the UK, will be automatic only).
To ensure the convertible handles like a proper BMW, engineers installed an advanced suspension which features an aluminum-intensive double wishbone front axle and a multi-link rear. Dynamic Damper Control is standard, but optional Active Roll Stabilization can further improve things to ensure flat and stable cornering. Additionally, an Integral Active Steering system is available. It combines the Active Steering system for the front axle with a new steerable rear axle which gives the 6-Series greater “high-speed stability and enhanced maneuverability for parking and city use.”
Compared to its predecessor, the new 6-Series is 74mm longer, 39mm wider, and 9mm shorter. This results in a much needed increase in rear passenger room and a bigger boot which holds up to 350 liters of luggage (300 liters with the roof down).
The convertible will be launched in Europe in March and U.S. sales are slated to begin in the spring. Prices to be announced at a later date.

Driving a Porsche in Germany is akin to climbing rocks with a Jeep JK in Moab, piloting a luxury yacht in the Mediterranean, flying a Long-EZ into Oshkosh or guiding the Skycycle X-2 over the Snake River Canyon – the machine is a perfect choice for the venue.
With a personal European vacation already scheduled, it was an ideal opportunity to review a 2010 Porsche 911 Carrera S in Deutschland. During one full week of touring, I’d have the opportunity to drive the venerable sports car nearly a thousand miles through German Bavaria. The planned route would wander through wooded forests, cross fertile farmland and follow the banks of the Rhine River. There would be days climbing through the spectacular Alps, and countless miles spent zooming down unlimited sections of Autobahn.
There is no better place on earth to drive a Porsche than in Germany and it was going to be my job to prove it…

My wife and I started our week in Munich after being deposited at the airport by a high-flying Airbus wearing Lufthansa’s familiar blue and yellow livery. The colorful hues should have tipped us off as a spotlessly-clean 2010 Porsche Carrera S in metallic blue with bright yellow brake calipers waits for us on the curb.


While a Cayenne or a Panamera would have been a more accommodating choice, this 911 was our primary method of transportation for the next week – my only requirement was that all of our accoutrements must fit snug and still allow a clear view out the rear windscreen.
It’s not like the Porsche 911 doesn’t have a trunk. The 2+2 coupe has a boot, but like the engine, it’s been placed on the wrong end. According to those who measure such things, the trunk in the nose fits precisely 4.42 cubic feet of luggage. That doesn’t sound capacious, but it swallowed one of our 22-inch expandable wheeled suitcases, a medium-size camera bag, and a medium-size soft carry-on without difficulty. The other 22-inch roller and an overstuffed ballistic nylon computer case were relegated to the small seating area behind the front seats. No worries, as the tiny backrests easily fold flat to create a nice carpeted cargo shelf.
This particular 911 was a seasoned German press fleet unit with about 23,000 km (14,300 miles) on its clock. Being a local native, the Porsche doesn’t speak English. Not only were all the gauges confusingly metric, but the navigation system and owner’s manual required a formal education in the German dialect. While all of the controls were very familiar, the navigation system is nearly useless when it’s in another language (we got by with a Garmin Nüvi for the week).
After a slew of improvements for the 2009 model year, the 2010 Porsche 911 Carrera S is a virtual carryover from last year’s model. Nevertheless, we still wanted to see what this example is wearing. Unlike most American press cars, there’s no window sticker folded in the glove box. After poring over it looking for clues, it appeared that this blue coupe was fitted with a handful of carefully-selected options designed to make it a track star (a betting man would say this Porsche has seen some time on the famed Nürburgring).
Virtually assembled on Porsche’s web site (using the U.S. configurator), the base price of this 2010 Porsche 911 Carrera S is $91,450. Ours was wearing Aqua Blue Metallic paint over Stone Grey full leather and fitted with the optional Sport Seats, Comfort Package and the Infotainment Package. With performance a priority, it’s also configured with the lightning-fast PDK automatic gearbox, Sports Exhaust System and the lightweight Porsche Ceramic Composite Brake (PCCB) system with 13.7-inch ceramic rotors clamped by yellow-painted six-piston calipers up front. Added up, there are about $25,565 worth of options that bring the car’s U.S. sticker to a bit more than $117,000. That’s a wad of dollars in the States, but it’s even pricier in German euros.
Loaded with luggage, and with our destination programmed into the Garmin, it was finally time to leave the Munich airport. The sun was shining brightly over the German countryside and our 911 Carrera had full tank of fuel. As any other warm-blooded auto enthusiast would do, I pointed the 385-horsepower coupe towards the nearest autobahn.
The well-known German highway is famed for its unrestricted speed limits, but don’t expect to find drivers with a Wild West mentality swerving flat out between lanes. Slower traffic is legally held to the right, and there are serious penalties for imbecilic moves (such as passing on the right or running out of fuel). In all truth, most cars travel between 70 mph and 90 mph very contently in the right lanes.
Mounted in the back of this Carrera S is Porsche’s celebrated flat-six powerplant. Completely re-engineered for the 2009 model year, the 3.8-liter all-aluminum mill features direct injection, revised intake and exhaust systems, and Porsche’s VarioCam Plus intake-valve timing and lift system. With a redline of 7,250 rpm, and wearing a LEV-II emission certification, the engine is rated at 385 horsepower and 310 pound-feet of torque.
The standard transmission for this water-cooled six is a good old-fashioned six-speed manual. In as much as that traditional three-pedal gearbox is a short-shifting pleasure to row – the poster child for the “Save the Manuals” movement – it wasn’t my first choice for this mission. Instead, and with a bit of reservation, I had asked Porsche for a car fitted with the Doppelkupplungsgetriebe (“PDK”), the automaker’s electronically-controlled double-clutch automatic gearbox.
When Autoblog reviewed the Porsche 911 with PDK just over two years ago, we were smitten with how quickly and accurately the next-generation automatic gearbox reacted on a race track. Optioned properly (with the Sport Chrono Package), and set in the correct transmission mode, the PDK shifts were substantially faster and more accurate than any human operator could emulate. The numbers supported our observations. The 6MT version of the Porsche 911 Carrera S hits 60 mph in 4.5 seconds. The Carrera S with PDK and Sport Chrono will crack the same benchmark in 4.1 seconds (keep in mind that Porsche is widely known to be rather conservative with its numbers). Both transmissions top out at about 186 mph.
With the 911 strapped firmly to our undersides, my wife and I joined the high-powered Audi, BMW and Mercedes-Benz models in the left lane – the asphalt reserved for overtaking. Velocities in this lane vary quite a bit. Slow cars will do 90 mph, while others cook by at 150-plus. Thanks to electronic limiters, nearly all of the fastest cars are reigned in at 155 mph. Porsche, however, does not limit its vehicles.
With the flat-six wailing through the must-have sport exhaust system, the Carrera S rockets up to speed and reels-in fast cars like a heat-seeking sidewinder. Nearly every driver in front of us observed the Porsche’s LED running lights in their mirror and moved over. A few, like a stubborn Audi B5 S4 (wearing obvious signs of expensive modifications), accelerated with a puff of oily smoke and attempted to speed on further ahead.
The first afternoon, on a long stretch of nearly desolate autobahn, I easily spun the speedometer around to 269 km/h (my Garmin recorded it as 164 mph). The Porsche was still pulling, but I let off the accelerator at the next long sweeping curve. Thanks to excellent aerodynamics (its drag coefficient is just .29) and a pop-up rear spoiler, the Carrera cut through the wind without breaking a sweat. My wife, unaccustomed to moving much over 70 mph in the States, was so assuaged by the 911′s docile high-speed manners that she dozed-off several times while we were doing 140-plus mph.
Our 1,000-mile route was carefully planned with the Porsche 911 specifically in mind. The course would take us on an oversized figure-eight through northern Austria and southern Germany. We first sped south to Innsbruck, Austria, and then back up to Schwangau, Germany (home of the famed Neuschwanstein Castle). From there, we headed north to Rothenburg ob der Tauber, and then west towards Heidelburg and Frankfurt. We turned south to Stuttgart (for a tour of the Porsche Museum, of course) before heading back to Munich again to wait for our Lufthansa departure.
Whether stuck in bumper-to-bumper traffic on a construction-choked autobahn outside of Frankfurt, or dodging cattle on one-lane roads in northern Austria, the bright blue Carrera S turns heads. It was awkward at first, but we soon became accustom to people giving us the thumbs-up as we drove by and making conversation when we parked (interactions made difficult by the obvious language barrier). One gas station attendant, mesmerized by the sports car, insisted on pumping our premium gas and washing its windows. A parking attendant at one of the tourist traps insisted that we position the car right next to his wooden booth, and most of the hotels let us park directly out front (on the sidewalk) throughout the night. Porsche 911s don’t get this type of treatment in Southern California.
After spending one week in the Porsche’s comfortable perforated leather seats, and becoming very attached to driving such an adept sports car, two things really stand out.
Without question, I became a born-again believer in Porsche’s ceramic brakes. While I’ve flogged countless sports cars (and SUVs) equipped with PCCBs, both on and off the track, the $8,150 option always seemed more frill than substance. Why spend a wad of cash on a ridiculously expensive consumable when Porsche’s stock cross-drilled brakes, if properly maintained, are nearly perfect? The answer was found on the autobahn.
It’s common knowledge that repeated braking from ultra-high speeds wreaks havoc on tradition iron brake rotors – they simply can’t dissipate the heat. The result is dangerous brake fade and pedal vibration due to warped rotors and deposited pad material. Unlike iron rotors, the ceramic discs are very resistant to extremely high temperatures. And with PCCBs, brake effectiveness and pedal effort isn’t altered after a dozen hard braking and acceleration cycles – common on the crazy-fast, but traffic-laden autobahn. The heat capacity of the braking system seems unlimited, and there is a complete absence of brake judder or vibration. It’s impossible to describe the confidence a set of PCCBs imparts when you are tooling down the autobahn at 150 mph and slower traffic cuts you off.
I’ve also sold my soul to Porsche’s Doppelkupplungsgetriebe. As a devout manual transmission junkie, I cautiously embraced Porsche’s dual-clutch PDK automatic transmission when it arrived a couple years ago. The computer-controlled gearbox could slam gears faster and smoother than I could on the track, and it was butter-smooth in traffic, yet I still couldn’t simply fold. It pains me slightly, and I may be giving up some of my manhood in the process, but I’m ready to admit that the PDK gearbox has finally won me over.
Gliding through the Alps, with the PDK’s gear selector in “Drive” and the electronic shift logic in “Sport,” impeding traffic is disposed of with a quick stab of the accelerator pedal. Without any hesitation, the gearbox changes ratio, power is put to the pavement and the slow mustard-brown Vauxhall that was blocking the way becomes two halogen headlights in the rearview mirror. Even more impressive is how it responds at speed. When a train of cars doing 95 mph on an unrestricted section of autobahn suddenly pulls out of the way, the PDK-equipped Carrera S responds to throttle input by selecting the optimal gear and blasting ahead.
While the Carrera S is unbelievably competent, there are still a few blemishes, most only apparent after repeated five-hour stints behind the wheel. First, the short Miata-like wheelbase, praised in the tight two-lane roads winding through the Alps, draws minor criticism on the open autobahn due to body oscillations (setting the suspension in “Standard” mode helps a bit). Second, the wide contact patches (Bridgestone RE050A tires sized 235/35R19 up front and 295/30R19 in the rear) grip the road like taffy, but are annoyingly noisy. Lastly, the driving position delivers a low center of gravity, and it offers excellent outward visibility, but from the grounded vantage point it’s nearly impossible to scan traffic a quarter mile ahead. These are all minor gripes (that come with sports car ownership in general) that would do nothing towards keeping us from Porsche’s showroom.
The Porsche 911 is a very effective tool for touring Germany in much the same manner that an F-16F Fighting Falcon is great for a cross-country flight. Both offer unchallenged high-speed capabilities, yet neither is able to utilize the talent for anything more than a short sprint between population centers. Both are lightweight and nimble, at the expense of ride comfort over long periods of time. And each has an intimate cabin, but with very limited storage.
If you think it’s preposterous to compare the 2010 Porsche 911 Carrera S to one of the world’s greatest jet fighters, you probably also feel there’s something blatantly wrong about deliberately choosing a hardened sports car for a one-week tour of Germany with your significant other.

Honda CBR 250 RR

Jakarta - CBR 250 RR enliven will of the Indonesian automotive market exchanges. The assurance Came after PT Astra Honda Motor plans to market the AHM model or the latest sports duo of CBR.

According to Executive Vice President Director of AHM Johannes Loman, it indeed is planning to market the Honda CBR.

However, AHM Until now still studying how much potential the motorcycle market in Indonesia. The original plan, the motorcycle is supplied from Thailand as a whole (CBU).

"If a big market, our local raft on. But Because of the small, CBU," he said.

This plan Could Be going to break the dominance of the Kawasaki Ninja 250 so far That pitch alone. Especially if the price of cans be under a two-cylinder motor from the Kawasaki. However, for Loman it was not an easy job.

"Placing CBR 250 below the price of the Ninja 250 is not easy. But if I cans, Yes We will do," he concluded.

Google shocked the world this weekend by announcing that not only was it developing robot car technology, but that its fleet of autonomous cars had already racked up 140,000 miles driving experience. As described in the New York Times, seven converted Toyota Prius’ use laser range finders, cameras, radar, inertial sensors, and high-detail maps to autonomously drive while humans sit behind the wheel and monitor software. While robotic cars have made leaps forward in the past decade, spurred on by DARPA’s Grand Challenge  competition, Google’s accomplishment stands heads and shoulders above the rest. The search engine giant’s announcement has fueled enthusiasm across the blogosphere for the technology, and many are hoping for the first time that robot cars could be nearer than we think. They will be disappointed. Google’s venture into autonomous cars may be an epic win, but automotive regulation and government bureaucracy will raise a wall of fails in the future. Video of the Google car is available below. Celebrate the success while you can – the technology may be getting better, but society is not prepared to use it.
Google did many things very right in developing their autonomous car program. Foremost was the gathering of some of the most brilliant minds in robotic driving, as tested by DARPA’s Grand Challenge. Sebastian Thrun, head of the project, was one of the leads in the Stanford Racing Team when it won DARPA’s challenge. He also headed Google’s StreetView project. Before Chris Urmson was ‘on leave’ from Carnegie Mellon to work for Google, he developed the autonomous vehicles that brought the university victory at the Grand Challenge. Michael Montermerlo (who got his PhD in robotics from Carnegie) was the software lead for Stanford’s racing team. Anthony Levandowski made news a few years ago by developing PriBot, a Toyota Prius that drove itself through San Francisco. He also worked on autonomous motorcycles at UC Berkeley. Google’s current robot car seems like a next generation version of PriBot. All in all, Google had just 15 engineers in their robot car project, but they chose the best. That’s why a stealth project could be developed and quickly outperform so many other robotic car endeavors. Brilliant strategy, no doubt about it. You can see Urmson behind the wheel in the Google robotic Prius in the video from NY Times below.
The Google car looks great, and it’s performed well, but it’s likely many years from reaching the masses. From the NY Times:

                                    

Porsche or Audi could be on the Formula 1 grid soon, Porsche chairman Matthias Mueller said Friday at the Paris Motor Show. That’s right. Porsche may return to F1 or Audi might bring the rings to battle the Prancing Horse and the bulls and… umm…. a virgin?
Here he is, via Autocar:

“With LMP1, there are two classes and two brands – Audi and Porsche. We do not like to both go into LMP1 [against each other]; that is not so funny.
“So therefore we have to discuss whether it makes better sense for one of the [two] brands to go into LMP1, and the other brand into Formula 1. So we will have a round-table to discuss the pros and cons.”

I love the “that is not so funny” quote. Paging Red Bull!
The idea seems to be — this part is obvious — that one of the brands goes to Le Mans and the other into F1. On the F1 front, Porsche likely would return as an engine supplier, and Autocar adds this:

Autocar also understands VW Group’s vice president for powertrains Wolfgang Hatz has been heavily involved in discussions with the FIA regarding the proposed new four-cylinder turbocharged engines the sport plans to introduce from 2013.

(Quick digression: I love, LOVE the “Autocar also understands” phrase. I get it, but it sounds soooo Transformers.)
OK, I’m not sure that there was a story that drove more people crazy (at least in the F1B Forum) than “Audi to F1″. But here it is, right from the brand’s mouth.
Should Cosworth be a bit worried? How does a Williams-Porsche (or BMW Sauber Ferrari Porsche) team sound? How would you go about entering the sport if you were the VW group? And why the idea that Audi might switch series? That seems strange given its success and the great battle it now has with Peugeot.

This weekend’s Petit Le Mans will represent the second race in the new Intercontinental Le Mans Cup (ILMC). The 2010 edition of the new world tournament includes three race in 2010 and seven in 2011. The Automobile Club de l’Ouest (ACO) organized the tournament and many of the teams have been very receptive. The challenge, of course, will be for the privateer as global travel and the expense it represents will prevent many teams from participating outside their respective series such as the American Le Mans Series or Europe’s Le Mans series.
One team that is embracing the new tournament is Audi Sport Team Joest. The team will contest the second race in the ILMC here at the Petit Le Mans at Road Atlanta this weekend after facing a defeat in round one at the 1000km at Silverstone by arch rival Peugeot. The German team will bring their R15+ chassis 202 and 203 to the battle and are banking on upgrades that should favor the unique circuit characteristics of Road Atlanta.
Audi have a stellar history at the Petit Le Mans with nine victories in the past ten years. Driver Allan McNish will be returning the scene of the crime that saw Peugeot snatch victory in a rain shortened race last year. He will be joined by veteran drivers Dindo Capello and Mr. Le Mans himself, Tom Kristensen. The sister car with be handled by Marcel Fassler, Andre Lotterer and Benoit Treluyer.
Of the three drivers, Dindo Capello has the most victories at the Petit Le Mans and despite an off Friday morning in practice, he’s looking forward to the event:
“I think that this track will suit our R15 plus a bit better. We were always very strong in this race in the past. That’s why I’m confident that we’ll be able to clinch victory for Audi. This race has always been very fortunate for me. I won five times there at seven events. That’s another reason why Road Atlanta is one of my favourite tracks.”
With four wins under his belt at the Petit Le Mans, Allan McNish has unfinished business from 2009 as he spun just prior tot he race being called for rain. We were here last year and it was a deluge. McNish was very quick and seems to expect a good showing this weekend:
“I love Petit Le Mans! 100,000 fans in such a compact arena as Road Atlanta––That’s simply great. And there’s hardly a track that suits me as well as this. It’s very fast and fluid. It demands an aggressive driving style. Every moment is a very intense experience”.
Tom Kristensen hasn’t been to the Petit Le Mans since 2002 and while it’s been a long time, he is Mr. Le Mans. That experience and pace can’t be denied and whil the circuit has changed since he last raced here, Tom is looking forward to it:
“It’s been quite a while that I last contested ‘Petit Le Mans.’ I’m very much looking forward to running there again after such a long time. I know from my two team colleagues that the track has since been resurfaced, which makes it even faster than it was back then.”
There is no doubt that the #7 car has seriously talented and experienced drivers. It should represent Audi’s best chance at defeating Peugeot this weekend but an interesting twist is that Audi’s #9 car will have three drivers who have never raced at the Petit Le Mans before. Lotterer, Fassler and Treluyer will face ten hour endurance race for the first time but it isn’t their maiden voyage for Audi having helped the marque sweep the 24 Hours of Le Mans earlier this year.
Practice sessions at Petit have revealed an approximate pace gap of 9/10’s of a second. That’s practice. The real pace of Audi and Peugeot will not be known until qualifying later today but if the speed delta is accurate, there are ten hours of racing that tactically could be Audi’s secret weapon. The build-up tot he race is proving to be exciting and it could represent one of the best Petit Le Mans in recent memory.

There has certainly been some discussion about Porsche or Audi entering F1 after today’s announcement here. Perhaps it was just an innocent observation or maybe Porsche chairman Matthias Mueller was having fun with the media––or as SJ Skid points out, it is Oktoberfest and maybe he’d had a little too much to drink. Regardless of the motive, it has gotten us to thinking about the prospect.

Porsche

First, would it be Porsche or Audi to enter the series? My bet is Porsche since they have a pedigree in the sport back in the sixties as a works team and then as a supplier to McLaren in the eighties. Why not Audi? They have a terrific sports car program that has revolutionized the sport with their Diesel TDI technology. Perhaps they would like to change gears and bring TDI to F1? Who knows but that would seem a long shot as diesel fuel isn’t an FIA equation at this point and Audi have always been comfortable in their shoes in Le Mans and at arms length with F1.
No, Porsche makes more sense at some level and while there is nothing wrong with the 911 in the GT class, it’s become a bit of a one-trick pony for the marque. Why not mix things up a bit and give consumers something to think about the next time they are looking at sports cars? Yes, I can see it now, the silver Porsche’s streaming down Eau Rouge then up the hill and down the long straight as they pass a Ferrari or two…wait…actually, no I can’t see that. Why?
I think Porsche should enter F1 as a supplier and not a manufacturer…at first anyway. The reason I think this may be a better plan is that there is little secrecy to the fact that getting into F1 is damned expensive. Just ask Norbert Haug at Mercedes, or Honda, BMW or Toyota. It costs a fortune to enter at the manufacturer level and do well and Porsche has a relationship in F1 already that makes much more sense. You’ll recall that I posted this story here about Williams supplying Porsche with their KERS unit for the 911 GT car that is racing this weekend at the Petit Le Mans.
Why not work that relationship in reverse and become a strategic partner to Williams F1? KERS will be back next year and Williams F1 could use a good partner like they had in BMW. In fact, Williams F1 had the best seasons they’ve produced in decades with BMW power and some guy named Montoya. Why not wok with Sir Frank, Patrick and Sam to become a partner and lift both Williams F1 and Porsche to the spotlight?
No question in my mind that BMW entered F1 the right way. They should have stayed and it was a mistake to bow out the way they did (from a fans perspective of course and not a balance sheet perspective). They were almost there and I fear that Porsche’s longevity in the sport may meet a quicker demise, given the length of time it takes to become successful in the sport, should they try to enter as a team.
The upside is that Porsche will have had a full season of racing with the Williams flywheel design KERS unit and that will give them an edge up. Porsche know how to take that energy and lay it down in an effective way. Williams F1 knows how to build a chassis and run a team in F1 and they have FIA credentials for the media booth (which is probably the most difficult thing to get). It seems like a good match to me but then I like Williams F1 and want them to succeed. I also like Porsche although I would be remiss in not mentioning that I love Audi and would relish the idea of the four rings entering F1 against the Mercs.

shelby mustang gt350

shelby mustang gt350

shelby mustang gt350

shelby mustang gt350

shelby mustang gt350

The 1965 model of the Shelby GT 350 came with a 3 speed automatic transmission, or a 4 speed manual transmission and it was completely the choice of the buyer as to which he preferred. The car was assembled and manufactured in Ford’s manufacturing company, which is located in Los Angeles, California.

The latest Shelby GT 350, which was released for 2011, has been modified and re designed just like the Ford Mustang. Just like its 2007- 2009 models, the Shelby GT 350 of 2011 features one of a kind rear and front fascias, a hood that features functional vents and a very stylish rear spoiler. A Gurney flap, which is completely functional, is also included in the rear spoiler of the car.

Like the traditional stripes that are painted on to the Shelby GT 350, a new range of colors are also available for the car and now buyers also have the option of extending the exterior stripes in to the interior of the car to give it a more matching look. The car received a huge boost when talking about engines and the new Shelby GT 350 features a powerful 5.4 L aluminum engine which is approximately 102 pounds lighter when you consider its weight with the previous model. More over, the engine is capable of generating horse power up to 540 hp.

The Shelby GT 350’s fuel efficiency was also increased by approximately 2 miles per gallon. Overall, the Shelby GT 350 is a very stylish sports car that is designed by Ford.

 The recall affects 2011 models built between Dec. 11, 2009 and Sept. 10, the National Highway Traffic Safety Administration noted on its website Sunday. Some of the cars have steering column shafts with connections that may not have been tightened enough or were improperly assembled. As a result, the steering wheel could become separated from the column or a driver could lose the ability to properly steer the car.
The U.S. government had opened an investigation into possible steering problems in the vehicle in August. Hyundai, South Korea's top automaker, has said there have been no related injuries or crashes reported.
Owners of affected vehicles can go to their dealers for inspection. Dealers also will update power steering software. Owners may also call NHTSA at 888-327-4236 for more information.
The recall comes as automakers ramp up their focus on safety and quality control in the wake of Toyota Motor Corp.'s massive global recall last year over gas pedal and floor mat problems. In February, Hyundai announced a recall of about 47,000 Sonata midsize sedans, mostly sold in South Korea, to replace front door latches following a handful of customer complaints. The company said it had discovered a mechanical problem with the latches which, in rare instances, would not close properly.
Earlier this month, Hyundai affiliate Kia Motors said Chung Sung-eun resigned as vice chairman following a global recall of more than 100,000 vehicles due to defective wiring. Of that total, 35,185 vehicles were recalled in the United States. Together, Kia and Hyundai form the world's fifth-largest automotive group.
So far this year, U.S. sales are up 17 percent for Hyundai Motor America, though August sales fell 11 percent from a year-earlier record sparked by federal Cash for Clunkers rebates. The new Sonata has been selling well and nearly doubled its sales numbers to 21,399 in August.

This Charade Daihatsu 3 doors, a used car for sale, is even more good-looking in person compared here in photos! To further appreciate this second hand car, please contact the seller and schedule a meet up, no fees, no hassle!

 

Dallas – Chrysler Group LLC today unveiled the most luxurious Ram Truck ever produced by the company. Named the Ram Laramie Longhorn edition, the Ram lineup’s most well-appointed model is designed for the owner who needs a truck for work or play, but won’t settle for anything but the finest quality and refinement.


Inside and out, Laramie Longhorn is loaded with remarkable features.

“The Ram Laramie Longhorn edition is going to share a driveway with some fine luxury cars,” said Fred Diaz, President and CEO – Ram Truck Brand, Chrysler Group LLC. “The only difference is the Ram Laramie Longhorn edition is going to be the vehicle with the fulltime job – towing the horse trailer, taking the crew to the game, picking up supplies. It’s ready to go from the dirt to downtown.”

Ram Truck officials unveiled the Laramie Longhorn in the heart of Truck Country: the State Fair of Texas.

“We took Ram Laramie Longhorn’s design cues from traditionally handcrafted, time-tested wares, such as the antique pocket watch, a fine pair of hand-tooled leather cowboy boots, a collector’s-grade shotgun or a horseman’s saddle,” said Ryan Nagode, Design Program Lead. “The metal work and leather work are second to none.”

Mississauga, Ontario– Infiniti released photos of its new Infiniti Performance Line (IPL) G Convertible Concept, which debuts next week at the Paris Auto Show. The IPL G Convertible Concept features unique aerodynamic styling, the dynamic performance of an IPL-tuned V6, exhaust and suspension, 19-inch IPL aluminum-alloy wheels, three-piece retractable hardtop and a dramatic red leather-appointed interior.
“The Infiniti Performance Line is designed to push the premium performance envelope for buyers seeking a higher level of exclusivity and driving exhilaration,” said Wendy Durward, Director, Infiniti Canada. “IPL promises unique driving attributes from other Infiniti models, without adding stratospheric prices.”

The IPL G Convertible Concept follows the world debut of the first production vehicle in the new Infiniti Performance Line, the 2011 IPL G Coupe, at the Pebble Beach Concours d’Elegance in August. The limited production IPL G Coupe, which features a 348-horsepower 3.7-litre V6, high-flow full dual exhaust, special sport-tuned suspension and steering gear, IPL aerodynamic styling and sport-style IPL interior treatment, is set to go on sale at Infiniti retailers throughout Canada in March, 2011.

Fernando Alonso made it two poles in a row for Ferrari winning pole position for the 2010 Singapore Grand Prix halfway through the final qualifying session, with second-place starter Sebastian Vettel unable to beat the Spaniard in their final flying laps.  McLaren duo Lewis Hamilton and Jenson Button with Mark Webber round our the top five starters, while Rubens Barrichello put in a good showing for Williams to start sixth.  Michael Schumacher again made it into Q3, qualifying in what feels like his typical ninths.  It was a mixed-emotion day at Ferrari, with pole-sitter Alonso’s teammate Felipe Massa starting last after an electronic issue kept him from posting a time in Q1 and leaving him to start last on Sunday. It was Red Bull all the way in both Friday practices, with Webber taking the lead as the circuit finally dried out after a typical late afternoon storm put standing water on the track an hour before the first practice.  It was a topsy-turvy session, as Kobayashi, Schumacher, and Virgin Racing’s Glock spent quite a bit of time on the top of the timesheets in the middle of the session.  It was the second session that brought representative dry times, as Vettel was the first and only driver into the 1:46s range, over a half second faster than his teammate Webber, who was second fastest, and a second or more faster than Button, Alonso, Hamilton, and the rest of the field.  Alonso ended his session with twenty minutes to go when he went down an escape route (after being poised to set a very fast lap time) to avoid crashing and seemed to have stalled the car.  According to Ferrari, “We need to wait until the car is brought back in the garage to understand what happened when Fernando was rejoining the track.”  Vettel kept to the top of the timesheets for the final practice before qualifying on Saturday, leading Alonso, Hamilton, Massa, and Rosberg as the top five on a patchily damp circuit.  Again, there were spins, but no major incidents.
Q1:
It was a bit of a procession to get out of the pits for the first sector of qualifying as twelve cars were on the circuit straightaway; while Hamilton was one of the first out, Button, both Ferraris, Red Bulls, Williams, and a few others remained in the garage.  The track was delcared dry, though there were a few wet spots, “It looks that there are still some damp patches at turns 3 and 5,” according to Ferrari.  Four minutes in and only five drivers had not headed out, with early “fast” times set by Liuzzi, Glock, and other new teams until Hamilton went straight to the top, followed by Kobayashi.  Button and Vettel were fastest and second fastest, with Schumacher’s time also eclipsing Hamilton’s, and Liuzzi rouding out the top five with thirteen minutes left in the twenty minute session.
Alonso was soon fastest, but he lost that time to Vettel, both of them the only drivers in the 1:47s range as Alguersuari was a surprise in third, only to be moved backward by Webber’s 1:47.794, with Button fourth fastest.  The session was stopped with just over ten minutes left for Massa stopped on the circuit with a suspected engine issue.  His session was over before he could set a time.  According to Ferrari, “The engine stopped but we need to see what exactly happened once the car will be brought in the garage.”  Hulkenberg was the first one back onto the circuit as everyone but his teammate and Alonso stayed in the garage.  Neither Williams, Sutil, nor Kubica had set a time, along with the luckless Massa.  With seven minutes left in the session, Vettel remained at the top, followed by Alonso, Webber, Button, Alguersuari, Hamilton, Schumacher, Rosberg, Heidfeld, and Liuzzi as the top ten.  Still, Barrichello, Kubica, and Sutil had not set a time, until Barrichello went straight to eleventh with his first time.  Ferrari also tweeted, “Loos like a problem with electronic management of the gearbox but we need to wait until the car is back in the pit.”  Sutil was off to tenth with his first lap.
With five minutes left, Kubica went to third fastest, while Trulli, Glock, Kovalainen, di Grassi, Klien, Senna, and Massa were in the knockout zone.  Buemi was in danger of being knocked out, well of the times of Alguersuari up in seventh with two minutes to go as yellow flags were out for a spin by Senna.  He continued on once the circuit was clear.  Alonso was fastest with a 1:46.541, finally outpacing the Red Bulls, and by four tenths over Vettel.  It was still the un-timed Massa along with the new teams in the knockout zone with a minute left while Ferrari was explaining that Massa’s issue was an electronic issue.  As the seconds ticked off, Barrichello was seventeenth and on the bubble, despite posting a decent time earlier in the session.  He moved up to eighth with his final lap.  At the end, Alonso (1:46.541, fastest time of the weekend) led Vettel, Webber, Kubica, Hulkenberg, Button, Alguersuari, Barrichello, Hamilton, and Schumacher as the fastest ten for Q1.  Klien was 1.2s faster than teammate Senna, in his first F1 qualifying in years.

Drivers Knocked Out at the End of Q1:
18. Glock 1:50.721
19. Kovalainen 1:50.915
20. di Grassi 1:51.107
21. Trulli 1:51.641
22. Klien 1:52.946
23. Senna 1:54.174
24. Massa, no time

Q2:
Petrov was the first out in Q2, with most of the field onto the circuit in the first of fifteen minutes for Q2.  Petrov, then Alguersuari, then Kubica were fastest as they were some of the first drivers out, though Vettel and Webber had soon sandwiched Kubica for first and third, with Alonso and Alguersuari completing the top five with ten minutes left.  Petov caused yellow flags for a few seconds as he spun, hitting the right rear wheel and breaking his suspension.  With the yellow near Petrov, despite his being on an escape road, a few times were improving, and some drivers were heading for the garage with seven minutes to go, as Hamilton led Vettel, Button, Rosberg, Kubica, Barrichello, Webber, Alonso, Alguersuari, and the stopped Petrov as the top ten after the track returned to green.
Only Alonso, Alguersuari, and Buemi were on the circuit with five and a half minutes to go, as Vettel joined them.  Buemi, Kobayashi, Sutil, Heidfeld, Hulkenberg, Liuzzi, and Schumacher were in the knockout zone. Soon only Button was in the garage as Alonso was posting a personal best in the first sector, with Vettel posting the best time of the session in the first sector as Alonso went fastest (1:45.809), leading Hamilton, Vettel, Button, and Rosberg as the top five with two and a half minutes to go. Vettel’s next lap, though, was two and a half tenths faster than Alonso, likely foreshadowing Q3.  Alonso pitted as Hulkenberg, Petrov, Buemi, Sutil, heidfeld, Sutil, Liuzzi, and Schumacher were in the knockout zone with one minute left.  Schumacher managed ninth to drop Kobayashi to the knockout zone as the session ended.  After a session spent nearer the top than usual, Alguersuari did not managed to make it to Q3, as Vettel led Alonso, Webber, Hamilton, Button, Rosberg, Kubica, Barrichello, Schumacher, and Kobayashi as the top ten.

Drivers Knocked Out at the End of Q2:
11. Alguersuari 1:47.666
12. Hulkenberg 1:47.674*
13. Petrov 1:48.165
14. Buemi 1:48.502
15. Heidfeld 1:48.557
16. Sutil 1:48.899
17. Liuzzi 1:48.961
*Hulkenberg will drop to 17th starting position for a gearbox change, moving Petrov, Buemi, Heidfeld, Sutil, and Liuzzi up one position each on the starting grid

Q3:
Button was the first driver out, leading the rest of the title contenders and everyone but Barrichello, Kubica, and Kobayashi directly onto the circuit with nine minutes left in the final session for pole.  Both McLaren drivers were quite quick in the first sector, only to be barely outpaced by Vettel, with Barrichello matching them in the second sector on his first hot lap.  Hamilton’s 1:45.571 was quite quick, though not as much so as Alonso, who had the fastest lap to that point of the weekend, but nearly two tenths on Hamilton.  After the first laps, Alonso led Hamilton, Webber, Button, and Barrichello as the top five while neither Kubica nor Kobayashi had posted a time halfway through the ten minute session.
It was back into the garage for everyone with four minutes to go, though Barrichello and Kobayashi remained out on the clear circuit, joined by Kubica for his first run.  Webber was a half second off Hamilton’s time for third while Vettel was only seventh fastest as they all began their final runs for pole.  With two minutes left no one was in the garage and only time for one flying lap each.  Vettel appeared to be one of the first to start his final lap, fastest of all in the first sector.  Alonso was a tenth slower in that sector, but two tenths faster in their respective second sectors, and Vettel could not beat the Spaniard’s previously set time on his final lap, leaving the German in second, while Button beat Alonso in the second sector, and Alonso did not improve on his final lap.  Neither Hamilton nor Webber were faster than the two-time champion, nor was Button, leaving Alonso’s earlier fast time as the pole-setting lap.

Final Positions for the 2010 Singapore Grand Prix:
1. Alonso 1:45.390
2. Vettel 1:45.457
3. Hamilton 1:45.571
4. Button 1:45.944
5. Webber 1:45.977
6. Barrichello 1:46.236
7. Rosberg 1:46.443
8. Kubica 1:46.593
9. Schumacher 1:46.702
10. Kobayashi 1:47.884

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Mitsubishi is a group of people that consists of a huge number of independent companies. The names of the majority of those companies contain the word “Mitsubishi” and had their origin to a shipping company started in 1870 by a man named Yataro Iwasaki. Yataro also established businesses in mining, shipbuilding, banking and insurance. He thus arranged the foundation for the subsequent growth and development of the Mitsubishi companies. The companies also share a common legacy and tradition of excellence which dated way back in 1870.

The first Mitsubishi Company was involved in shipping and later shifted into coal mining, shipbuilding, banking, insurance, warehousing and trade. The diversity of the Mitsubishi products covered from paper to steel, electrical equipments, aircrafts and autos. Mitsubishi also took a role in the world history as it manufactured the famous Zero aircraft that was used in the attack on the Pearl Harbor during the World War II. After the war, Mitsubishi divided into various independent companies in 1946 but each utilized Mitsubishi’s accumulated technology and technical strengths in building their own businesses. Independent Mitsubishi companies cooperated in some ventures and likewise competed with one another in some aspects.

A lot of companies share Mitsubishi’s name thus the brand can be identified with different industries. The Mitsubishi Motors Corporation is only one of them and it is devoted to manufacturing of automobiles making it the fourth largest car manufacturer in Japan.

There is no need to invest a lot in Mitsubishi parts especially if it is not required. That is one big advantage of using Mitsubishi. All parts are reasonably made without compromising the high quality and performance. Mitsubishi parts like air filters, oil filters, Mitsubishi brakes, brush guard, bug shields, bulbs, fan blade, fan clutch, brake keeper, car mirror, hood, fan shroud and so much more are accurately made. Upgrading Mitsubishi parts are also obtainable for cold air intakes, spark plug wires, and high-performance shocks. Mitsubishi also provides accessories to keep car looking good all the time.

Almost all Mitsubishi are made by the original equipment manufacturers (OEM parts). There are also Mitsubishi aftermarket parts, Mitsubishi replacement parts and Mitsubishi performance parts to service all customers’ needs. Mitsubishi parts are new and assured to fit. They are all engineered to meet or exceed original equipment manufacturers’ specifications.

Mitsubishi Parts for Technical Strengths

Mitsubishi is a group of people that consists of a huge number of independent companies. The names of the majority of those companies contain the word “Mitsubishi” and had their origin to a shipping company started in 1870 by a man named Yataro Iwasaki. Yataro also established businesses in mining, shipbuilding, banking and insurance. He thus arranged the foundation for the subsequent growth and development of the Mitsubishi companies. The companies also share a common legacy and tradition of excellence which dated way back in 1870.

The first Mitsubishi Company was involved in shipping and later shifted into coal mining, shipbuilding, banking, insurance, warehousing and trade. The diversity of the Mitsubishi products covered from paper to steel, electrical equipments, aircrafts and autos. Mitsubishi also took a role in the world history as it manufactured the famous Zero aircraft that was used in the attack on the Pearl Harbor during the World War II. After the war, Mitsubishi divided into various independent companies in 1946 but each utilized Mitsubishi’s accumulated technology and technical strengths in building their own businesses. Independent Mitsubishi companies cooperated in some ventures and likewise competed with one another in some aspects.

A lot of companies share Mitsubishi’s name thus the brand can be identified with different industries. The Mitsubishi Motors Corporation is only one of them and it is devoted to manufacturing of automobiles making it the fourth largest car manufacturer in Japan.

Mitsubishi Parts

There is no need to invest a lot in Mitsubishi parts especially if it is not required. That is one big advantage of using Mitsubishi. All parts are reasonably made without compromising the high quality and performance. Mitsubishi parts like air filters, oil filters, Mitsubishi brakes, brush guard, bug shields, bulbs, fan blade, fan clutch, brake keeper, car mirror, hood, fan shroud and so much more are accurately made. Upgrading Mitsubishi parts are also obtainable for cold air intakes, spark plug wires, and high-performance shocks. Mitsubishi also provides accessories to keep car looking good all the time.


Almost all Mitsubishi are made by the original equipment manufacturers (OEM parts). There are also Mitsubishi aftermarket parts, Mitsubishi replacement parts and Mitsubishi performance parts to service all customers’ needs. Mitsubishi parts are new and assured to fit. They are all engineered to meet or exceed original equipment manufacturers’ specifications.

Volvo S60

Volvo S60

Lamborghini Jota

Lamborghini Jota

celebrate the anniversary of the 40th, after the launch 700 units of the Black Range Rover Autobiography Restricted Edition, Land Rover is back presenting its latest line up, All-New Range Rover Evoque,
Appearance of this newest Land Rover is much more modern and stylist with maintaining a special box or boxy with oval depression. Evoque own name chosen to reflect the exclusive image of full emotion.
This Sport utility vehicle (SUV) was equipped with two power train options, namely four-wheel (AWD) and two wheels (2WD). Bases using the concept of LRX with 2.0-liter turbo diesel engine and electric motor. Fuel consumption is claimed to be 21 km per liter of exhaust gas and 130 grams of carbon dioxide per kilometer.
Manufacturers plan to market these products throughout the world and hopes to expand the market. Performed on the inaugural summer of next year. Cars are assembled at Halewood plant and absorb 1000 new labor.

The Frankfurt International Motor Show in September 2005 was the first to see the new BMW 3 Series Touring. It stands with its modern approach for a successful balance of elegance, dynamism and sportsmanship and also meets the highest demands in terms of flexibility and variability.2009 BMW 3 Series TouringBMW 3 Series TouringWith the sales launch on 17 September 2005 launch of the new BMW 3

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2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW M3 Coupe2009 BMW

2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW M3 Sedan2008 BMW

2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW M3 Convertible2008 BMW

2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai Grandeur2005 Hyundai

2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006 Hyundai Getz2006

2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai Tucson2005 Hyundai

2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa Fe2007 Hyundai Santa

2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai Accent2007 Hyundai

2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata GLS2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai Sonata2007 Hyundai

2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai Tiburon2008 Hyundai

2009 Hyundai H1Hyundai H1 20092009 Hyundai H12009 Hyundai H12009 Hyundai H12009 Hyundai H12009 Hyundai H12009 Hyundai H12009 Hyundai H12009 Hyundai H12009 Hyundai H12009 Hyundai H12009 Hyundai H12009 Hyundai H1Hyundai H 1 (2008)2009 Hyundai H12009 Hyundai H12009 Hyundai H12009 Hyundai H 12009 Hyundai H12009 Hyundai H1

2008 Hyundai i302008 Hyundai i302008 Hyundai i302008 Hyundai i30Hyundai I30 20082008 Hyundai i30 CRDi2008 Hyundai i30Hyundai i30Hyundai I30 Estate 20082008 Hyundai I302008 Hyundai i302008 Hyundai i30 Crossover2008 Hyundai i30 Concept2008 Hyundai i30Hyundai i30 20082008 Hyundai i302008 Hyundai i302008 Hyundai i30 interior2008 Hyundai i30 CRDi2008 Hyundai i30 interior2008 Hyundai i30