A Amarok Trendline na verdade é uma versão intermediaria, porem com a versão mais barata ainda não chegou ela fica como sendo a versão de entrada.
Here's an irony of automotive history to ponder: Ralph Nader never actually drove a Corvair - the car he savaged as "unsafe at any speed." Too bad for him - and, of course, for Chevrolet - since he never got to appreciate the many virtues of the pugnacious but ultimately doomed little car his name will forever be associated with.
Though I was born too late to enjoy these cars when they were new, I eventually acquired a '64 Monza coupe in the mid-1990s. I wasn't looking for one; it just happened to cross my path at the right time. The car's oddball layout and low price piqued my interest. Corvairs were (and still are) very affordable as far as classic American cars of the '60s go. I picked mine up for $2,200 - almost exactly what it sold for when new.
The car had all the goodies: 110-horsepower twin-carb six-cylinder engine with a four-speed on the floor; Daytona Blue exterior with white parchment interior. Cross-flagged emblem on the louvered "trunk" where the boxer six resided. I loved the low-back bench seats (this was pre-federal safety regulations) that let you rest your right arm across the top as you drove. Just a speedo, fuel gauge and a couple of idiot lights. Nothing more needed.
My '64 did have one other thing, though - a transverse rear leaf spring that was installed on all Corvairs that year to patch the sometimes tricky handling characteristics the earlier (1960-'63) cars had become infamous for.
Though originally conceived by GM as an economy car, the sporty-looking Corvair (especially Monza 900 coupes) had quickly developed a following as a "poor man's Porsche" - and was sometimes driven beyond its limits by drivers who didn't know theirs.
Problems arose when the car was pushed hard into a turn and the driver lifted off the throttle mid-corner. Like early Porsches, which also shared the Corvair's swing-axle rear suspension layout, the result was sometimes sudden, even violent oversteer. If it got out of hand, the front and rear ends would swap positions, often several times in quick succession. Unlike the swing-axle Porsches of the era, however, the typical Corvair owner was not an experienced "shoe" who knew the importance of not lifting off the gas mid-corner.
Tire inflation pressures were also critical; too much (or not enough) air exacerbated the underlying chassis issues. Porsche drivers were probably more attuned to such things. The average Corvair driver wasn't.
The total number of wrecks was not enormous - especially relative to the large number of Corvairs (several hundred thousand) in circulation. But a few high-profile ones - such as the death of comic Lenny Bruce - set in motion a juggernaut of bad press that Nader eventually rode long and hard. He lives off the fumes to this very day.
GM did take steps to address the problem - before Nader went on his tear, it's worth pointing out. In 1962, for example, a Heavy Duty suspension option was added to the roster of options. It included stiffer springs and shorter rear axle straps; a front anti-sway bar also became available.
It was in '64, however, that major changes were undertaken - including the adoption of the transverse-mounted rear leaf that largely corrected the earlier cars' "tuck-in" problems when the driver lifted off the gas mid-corner.
For 1965, the entire car was revamped - with a sleek new body penned by Bill Mitchell (who also did the 1967 Camaro) and a true four-wheel, all-independent suspension very similar to the one used in the Corvette.
This second generation Corvair was even better than the original; it had matured into a genuine American Porsche that was among the best-handling cars of its time. Buyers could order a 'Vair with a wild-looking four-carb intake or in turbocharged Spyder form and packing 150-plus horsepower. For a car that only weighed about 2,300 pounds, the result was snappy performance.
But the rise of V-8 muscle cars and the seemingly endless flow of cheap, hi-test leaded premium fuel shunted the six-cylinder Corvair to the sidelines - while the whispers and lawsuits and investigations about its being "unsafe at any speed" tarred its reputation irreparably.1969 was the final year - when fewer than 3,000 cars left the factory.
It was a sad ending for a truly innovative car. Had it appeared as a brand-new model just a few years later, in the early '70s - when the gas pinch began to take hold - it might have been a huge success. It was not to be. Meanwhile, I have nothing but kind words for the Corvair.
My '64 ran well, only broke down once (when the fuel pump failed) and, despite what Nader argued, wasn't an evil-handling death trap. With modern radials, in fact, the thing could run circles around its overweight, over-boosted, front-biased '60s-era sheetmetal cousins. And it's just so ... different. People who have never seen one before are startled by its rear-engined layout with the improbable-looking fan belt that seems to bend at a 90 degree angle as it runs from the generator to the boxer six's crankshaft pulley. (The urban legend about Corvairs throwing belts is just that, by the way.)
The heater worked brilliantly, too - unlike an old VW Beetle's, which either didn't or smothered you with noxious fumes if it did.
There were a few niggles - such as the intricate throttle linkage for the dual-carb intake, which had to be set exactly right for the carbs to be perfectly synched. On a 40-year-old car, this can take some time. Also, the thermostatic bellows that controlled the opening and closing of the flapper doors central to the cooling system of the 'Vair's air-cooled engine sometimes didn't work quite right. I had to prop one of them open for awhile until I got it sorted out properly.
But all old cars have their bugs - and taken as a whole, the Corvair's were pretty trivial. Nothing that kept me from driving the car often - and trusting it to keep on running, even on fairly long trips that put me far out of range of tools and the security of my garage.
Whether it's a Plain Jane 700 sedan or Lakewood wagon, Greenbrier van, sporty Monza 900 or turbocharged Spyder - Corvair ownership is a unique experience not to be missed. Today, they are also one of the few classic American cars of the 1960s you can still acquire for about the cost of a three or four-year-old used Corolla or Civic.
If you come across one for sale, have a look. And don't believe the badmouthing you may have heard. Remember: Nader never even drove the car he built a career savaging.
2011 Hyundai Concept RB is born, Hyundai Verna future is born at Moscow International Motor Show 2010 in the form of RB Concept Hyundai. Hyundai Verna countenance RB Concept presents a modern design similar to a coupe (coupe-like). The characters stand out from the prospective Hyundai Verna is sexy curves, huge hexagonal grille and fog lamps shaped letter "L".
A Volkswagen do Brasil marca presença na 55ª edição da Festa do Peão de Boiadeiro, que se realiza entre os dias 19 e 29 de agosto, na cidade de Barretos, norte do estado de São Paulo. Trata-se da maior festa do peão da América Latina. A Volkswagen, mostra em seu estande a moderna Amarok, modelo de estreia da marca no segmento de pick-ups médias, que está à venda na rede de concessionárias Volkswagen. Duas unidades do novo modelo entrarão na arena para uma apresentação especial.
Driving is one of the most dangerous things that we do regularly. Statistically it is more dangerous than flying a plane, riding a quad bike and walking through a rough neighborhood at night. The problem with driving is that it is a complicated activity which is hard in itself, but when you add factors such as driver distractions, road conditions and other road users it becomes exponentially more hazardous. To help you focus better here are the most important things to look out for.
Cyclists - The problem with cyclists is that they have a right to be on the road as well. They go a lot slower than every other vehicle on the road and can be extremely unpredictable. While there are laws to stop cyclists from cycling without lights at night, with a mechanically unsound bike and from cycling while intoxicated, these are often not enforced. This makes not only these inconsiderate cyclists a danger to traffic and themselves, but even perfectly sober seasoned cyclists can make sudden decisions which cause an unexpected unpredictable hazard.
Solution: Give them a wide berth at all times.
Mobile Phones - Even hands free phones are a major distraction to drivers. Having a conversation no matter how mundane takes up part of your brain's attention meaning that you don't have your full concentration at hand in case something unexpected occurs. Of course it is illegal to use a phone while driving, it is however, not illegal to use a hands free kit. Also, as phones get more and more complicated and have internet access etc, it is more tempting than ever to take the risk of using it while driving.
Solution: Leave it in your pocket. Stop the car if you have to take a call. No call is worth more than your, or someone else's, life.
The Dark - The majority of accidents happen during the hours of darkness. Not only is it harder for you to see everything that is going on outside of your vehicle, it is also harder for people to see you. You are more likely to come across intoxicated drivers, cyclists and pedestrians at night also. Despite all cars having to have lights by law, and roads being increasingly well kept and lit, no matter what happens, it will always be dangerous to drive at night.
Solution: While there is no solution aside from not driving at night, one law in the US could help. In some states driving law states that when you pass your driving test you have to wait a significant period of time before you can drive at night. This may save a few lives if enforced everywhere.
Sometimes getting someone else to do the driving when you are tired or preoccupied can be the best choice. For example, if you are on holiday in Belfast then using one of the many Belfast cabs would be a good way to get around, plus you can have a drink with your dinner! No doubt Belfast taxi firms will know the road system a lot better as well, a bit of local knowledge can avoid the stresses of travelling round an unfamiliar city.
SOG is one of the famous companies making really qualitative knives, and also multifunctional tools for repair. Each model is developed by the founder and the chief engineer of company — Spencer Frazer. Today manufacture of Sog Knives is focused on release of the hunting knives and multi-tools which are created by exclusively main designer of company. Unique models of knives have won prestige awards on many design festivals and have glorified Michael as the progressive designer.
SOG successfully sells knives worldwide, the company is widely known for the unique style and aspiration to creation of perfect models. As experts of company SOG declare, their purpose — «the Most Top Knife in the World». Knives SOG are reliable, convenient and stylish proof in force majeure.
Penknives combine experimental design and exact working out. Especially for these knives is created the new patented Arc-Lock technology thanks to which knives are especially convenient in use. According to the top manager of the Blade Shop, the given knife has a 100-year-old guarantee of use, thus this knife rather excellent candidate for a role of a family relic.
A Volkswagen mundial patrocina pela oitava vez consecutiva o Interior Motives Design Award, concurso destinado a estudantes de arquitetura e design de todo o mundo, cuja cerimônia de premiação está marcada para outubro, em Paris. O tema deste ano é Conduzindo a Revolução Interior, e, em uma das categorias, os inscritos trabalharam o conceito criado pela Volkswagen “Aumente o Volume”, cujo objetivo é pensar novas formas de dividir e construir o interior de um automóvel. Os finalistas serão conhecidos no início de setembro e a premiação está marcada para 1º de outubro.
If the previous post I discussed, about car accessories, but only at the wheel, this time I will provide information about car accessories, now we move deeper go to again
Steve McQueen's Highland Green "Bullitt" Mustang is a pop culture icon. But how about the automotive Omarossas? Which movie and TV cars were the worst ever? Here's a list of possible nominees:
* "Magnum, PI " 83 Ferrari 308 - One of the very few slow - and cheap - Ferraris. Though it looks fast, the 308's little V-8 produced just 205 hp - about 60 hp less than a Camry V-6 and about 200 hp less than a current Ferrari.
Now you know why Magnum was reduced to doing burnouts on the grass. The 308 may have a prancing horse on the fender - but there's a Gerbil under the hood. You can buy a nice one these days for about $20,000 - and that ought to tell you something.
* "Smokey and the Bandit" '77 Trans-Am - A great movie - about a once-great car. There's a reason why they speeded up the film in several driving sequences to make the action at least look fast. The '77 T-top Trans-Am driven by Burt Reynolds may have been menacing in its black paint with gold trim - but all Burt had to work with was a low compression 185-hp 403 V-8 pirated from an Oldsmobile Delta 88 - and a sloshy three-speed automatic transmission.
The stunt scenes - and sound track - were done with a modifed car equipped with a much-massaged 455 Pontiac V-8 - an engine not offered in a Trans-Am since 1976 - and a real-deal 4-speed manual gearbox.
* "Charlie's Angels" 78 Mustang Cobra II - This sheetmetal cousin of the "hit me - and we die together" Pinto remains the undisputed Most Embarrassing Mustang Ever Built. It's amazing Farrah was able to chase down any criminals in this tarted-up, toothless faux muscle car. They probably slowed down - so she could catch up.
The one admirable design feature of the Mustang II was its tendency to rapidly dissolve from rust - like an old soup can left out in the yard. So few are left in existence to blight the roads.
* "Starsky & Hutch" '76 Ford Torino - This car ("Zebrathree") was an even bigger load than David Soul and Paul Michael Glazer. Like a washed-up jock in a baggy sweat suit, the customized '76 Torino was a typical mid-late '70s overweight, underpowered smog machine. Its 200-something horsepower 460 V-8 was a low performance boat anchor of an engine better at sucking gas than hauling ass.
A loud paint job and white stripes only called attention to its mediocre performance. This unfortunate Ford was the el cheapo equivalent of a Chrysler Cordoba - only without the "rich, Corinthian leather" to class it up a little.
* "Back to the Future" '82 DeLorean - It'd be hard to get to the next stop light - let alone 1985 - in this stainless steel road toad. With a feeble Renault-sourced 2.8 liter V-6 under the hood - and all of 130 hp on tap - Doc Brown would have had to stuff a lot of bananna peels into "Mr. Fusion" to get the car to 85 mph.
Even with a ""flux capacitor," Biff's old Chevy would've blown its Gullwing doors off.
* "Corvette Summer" 'Vette - Take a perfectly good mid-'70s Corvette - and ruin it with a couple hundred pounds of slapped on fiberglass pontoons, wings and oversized hood scoops. Then spray thoroughly with garish metalflake paint and prisma. Put Mark "Luke Skywalker" Hamill in the lead role - and you've got all the makings of a first-class stinker of a movie about Corvette mutilation and '70s stoner anomie.
The movie is all about finding the car after it got stolen by thieves - but the smarter move would've been to cash the insurance check and send the crooks a thank-you card.
* "Hardcastle & McCormick" Manta kit car - The music and intro were pretty cool - especially the part where the car cuts under the tractor trailor - but the VW-sourced kit car Lola GT/Lotus wasn't.
Even if it did have a Porsche engine (no one knows for sure; some say it was Corvair-powered) a fake exotic sports car is about as classy as Potomac River caviar.
You're not foolin' anyone, son. Put those gold chains away, tuck in your shirt - and buy a real car.
2011 Aston Martin Super Sport, Aston Martin Aston Marti took out the Super Sport which is a new supercar being developed in cooperation with French companies. No details about the rumors of Aston Martin’s Super Sport has been officially confirmed. Aston Martin is a partner of the French custom manufacturer of golf carts. There is a long way to go from golf carts to supercars, so that the Aston Martin Super Sport may be just a trick. Maybe for someone, April Fool’s day has come late this year.
2010 Porsche Carrera GT Gemballa Mirage GT Gold Edition, 2010 The tuner Gemballa kit is the newest product introduced for junior fashion Porsche Carrera. Porsche Carrera at the same time introduce the new CEO also announced that Gemballa is Andreas Schwarz. The Gemballa GmbH is built on what remained of the previous tuner after Likwidator arbitrate. The new Gemballa located in Mollenbachstraße 17 in Leonberg.
Schwarz said the new Gemballa has worked in a variety of conversions for the Porsche Cayenne and Porsche Panamera, and the main goal is to develop the brand as a producer. Potential tuner that is supported by the nearly 30 year existence and a showroom in Leonberg Gemballa has been opened for the customer.
O Volkswagen Race Touareg 3 foi apresentado. Ele irá participar do Rally Dakar, prova que a Volkswagen levou em 2009 e 2010.
2010 Mercedes SL65 AMG black concept, Mercedes tuner AMG MKB offers the most powerful supercar for another 345 horsepower. Standard PS PS 670 was changed to 1.015 by the Swabian engineers from MKB tuning technology companies. engine torque is limited to 1.300 Nm. Before the lucky owner can change the key of his SL 65 Black Series with MKB P 1000 power train cars must undergo conversion of a large machine.
2011 Volkswagen Touareg On Road, Volkswagen Touareg are reinterpreting the idea attractive versatile SUV with a contemporary manner. The VW Touareg will also be the first and only off-roader in Europe by the German car maker will be available in hybrid versions, too. This makes the standard between the fully off-road-capable SUV with a gasoline engine which has a fuel consumption of just 8.2 liters of fuel per 100 kilometers
The automaker faces even tougher going than Chrysler, though, because it's not as established in the market - and because it's not getting massive federal aid.But it does have a competitive small car in its model lineup - the 2010 Lancer sedan/hatchback wagon. That's something Chrysler hasn't got at the moment - and it's also something Mitsubishi can use to draw buyers away from the name- brand Japanese (and Korean) automakers.
WHAT'S GOOD
Even base versions of the Lancer are very sporty both looks-wise and handling-wise; it's an economy car that doesn't look it - or feel like it. Mid-trim GTS with larger 2.4 liter engine is a strong performer in a straight-line, too. EVO-esque turbocharged AWD Ralliart is a fierce performer.
WHAT'S NOT SO GOOD
Mainly, Mitsubishi's iffy situation in the U.S. market. There is a not-small chance the company could leave North America for greener pastures, such as the Japanese home market and maybe Europe. This possibility, in turn, hammers the resale value/depreciation rates of Mitsubishi's products. Some issues with quality/reliability. Subaru offers standard AWD (and higher horsepower) in the Impreza WRX for much less money. Drinks more gas than others in its class.
ENGINES & PERFORMANCE
The Lancer has three distinct personalities, depending on which drivetrain you select. Base DE and ES trims are equipped with an economy-minded 2.0 liter four that's rated at 152 hp. (California models get downrated slightly to 143 hp.) To go with it, you can pick either the standard five-speed manual transmission or the optional Continuously Variable automatic (CVT).
Zero to 60 times with the the 2.0 liter engine and five-speed stick are just under eight seconds; CVT versions get there in about 9 seconds flat. This is decent performance for an economy car; enough to feel comfortable as a commuter car, with sufficient power to merge/pull into traffic. Gas mileage is not so great, though.
The Lancer with the 2.0 liter engine and manual transmission is rated at 22 city and 30 highway. A Toyota Corolla gets 26 city, 35 highway; the Honda Civic ($15,655) gets 26 city, 34 highway. The Ford Focus delivers 35 MPGs on the highway. And the Kia Forte - which at $13,695 is also significantly less expensive to buy than the Lancer - manages 25 city and 34 highway. Sub-par fuel economy relative to others in its class (and in particular, the less expensive Kia) is a definite Lancer weak point.
If you'd like more straight-line pull, there's the Lancer GTS. It comes with a larger, more powerful 2.4 liter engine rated at 168 hp. It also comes with either the five speed manual or CVT automatic. This combo can make 60 mph in 7.5-7.6 seconds, which is quick enough to keep pace with a Mazda Miata roadster. Also thumbs-up: Gas mileage with the GTS and 2.4 liter engine is only slightly off what you'd get if you chose the base 2.0 liter engine - 21 city and 28 highway.
At the apex of the performance pyramid is the Lancer Ralliart - which comes standard with a 237 hp turbocharged version of the 2.0 liter four-cylinder engine teamed up with a sharp-shifting dual-clutch automatic (very much like what's available in the EVO supercar) and all-wheel-drive. With a zero to 60 time in the 5.7 second range, the Ralliart is nearly twice as quick as the base Lancer. Gas mileage for this version of the Lancer is 17 city, 25 highway.
DRIVING IMPRESSIONS
While fuel efficiency may not be the Lancer's strongest card, it does offer more in the way of driving fun - even base DE and ES versions - than just about any other economy sedan with the exception of the Mazda3 and Subaru Impreza, both of which cost more starting out. It has sharp, precise steering, doesn't flop around unhappily when you lean on it some and all around just seems more interested in the experience than most of its competition.
Just two disappointing things: The five-speed manual needs another gear. First, because competitors like the Kia Forte come with six-speeds. Second because engine RPM with the five-speed is around 3,000 RPM at 65-ish MPH, which results in excessive drivetrain noise and also hurts the car's fuel efficiency potential. A six-speed would drop cruise RPM in top gear by about 500 RPM and probably increase gas mileage by 2-3 MPGs - which would even things up between the Mitsu and its competition from Toyota, Honda and others.
The turbocharged, AWD Ralliart delivers near-EVO acceleration and handling for a lot less money - both up front and in the form of likely insurance premiums (especially if you are a single male under age 30). The dual-clutch automatic transmission is virtually the same as the transmission available in the EVO. Though it is an automatic transmission, it bangs off ultra-quick gear changes very much like a manual operated by an expert driver - with perfect consistency. The Ralliart's AWD set-up is also virtually the same as the EVO's, too.
The big things that's missing is the extra 54 horsepower that comes with the $33,590 (to start) EVO. But with $6,400 left over in your pocket (the difference between the cost of the EVO and the Ralliart) plus the money you'll save in insurance costs, you could probably modify the Ralliart with a few aftermarket parts to equal if not surpass the EVO's power output/acceleration - and still have spent less overall than you would have on a factory-stock EVO.
Even better, your insurance company will be none the wiser. (This is also an argument in favor of the Ralliart vs. the Subaru WRX. While the Soobie's stronger in stock trim - 265 hp - and costs less up-front - $24,995 for the sedan, $25,495 for the wagon - it is also well-known to insurance companies and will almost certainly cost more to cover than a Lancer Rallliart, if you're in the "high risk" group of drivers. Get some quotes before you buy. You might end up paying less overall for the GTS vs. the WRX, even after you hot-rod the GTS to EVO levels of power.)
STYLING & UTILITY
The Lancer is a sharp looking car - much more so than the doughty-looking economy cars it competes with, some of which have a pitiful "kick me" ambiance about them. Even the base DE looks like it's ready to rally, with its forward canted nose and oversized radiator inlet. The availability of a wagon body adds versatility not offered in sedan or coupe only competitors, such as the Toyota Corolla, Honda Civic, Ford Focus, Kia Forte and Hyundai Elantra.
The Mazda3 and Soobie Impreza are among the few competitors also available as wagons - but the Lancer Sportback costs less ($19,190 vs. $19,540) has much more cargo room (53 cubic feet, total, vs. 17 for the Mazda) and has a stronger standard engine, too (the sedan's optional 2.4 liter, 168 hp engine is standard equipment in the Sportback). The Subaru wagon undercuts the Lancer Sportback on price ($17,995) but it has less cargo space - 44 cubic feet.
The Ralliart's available turbocharged engine, dual-clutch transmission and AWD (both sedan and wagon versions) are also features not generally available in competitor models. Subaru's WRX does offer AWD and a turbo engine, but not the dual-clutch automatic - which helps justify the Lancer Ralliart's higher MSRP.
The mid-line GTS can be ordered with Recaro sport buckets and comes standard with pretty aggressive 18-inch wheels and performance tires. Other un-econcar optional equipment includes a 30 Gigabyte digital music storage system and premium Rockford Fosgate audio rig, bundled with GPS. Of its main competition, only the Kia Forte has more front seat headroom - and only by about half an inch (39.6 inches for the Mitsubishi vs. 40 inches even for the Kia). On other measures, such as back seat head and legroom, the Lancer likewise offers about as much (and sometimes more) space than its rivals.
QUALITY & SAFETY
Here's where things get a little dicey. Mitsubishi has had some problems in recent years with quality control. Generally not major stuff, but stuff nonetheless. The other thing is the health of the company itself, which (like Chrysler's) isn't great. Mitsubishi wont go out of business (as Chrysler still might) but it may leave the U.S. market if it can't rebuild its presence here. If that happens, the consequence for owners of Mitsubishi cars will be the loss of dealer support for service work - and of course higher depreciation rates.
This scenario isn't likely, but it is possible given how badly Mitsubishi's been hurt by the economic downturn - and given the likelihood that things aren't going to improve much for the industry, generally, for quite some time to come.
That's not Mitsubishi's fault. It's just tough luck and the way things are right now. Safety-wise, ABS and stability control are now standard on all trims - along with front seat side-impact air bags, curtain air bags and - an unusual feature in this class - a driver's side knee air bag.
2011 Surprise, BWM Lansir 3 Coupe at Once, Divyanatha Ramesh, President of BMW Indonesia said it wanted to offer an alternative for consumers who want a vehicle that is different from the others. "We believe the 3 Series Coupe can meet the needs of those who want the sensation of driving, style and exclusivity as well," he said.
