Continuação do vídeo Drift na Serra do Rio do Rastro – SC

Esta uma continuação do Drift na Serra do Rio do Rastro em Santa Catarina, só confirmando que o homem é louco mesmo.

Update: Com mais um vídeo

Novo Fiat Bravo

A Fiat lançou nesta quinta (25/11) o novo Bravo. Ele vem par atirar de cena o Stilo. E um carro moderno, com muita tecnologia, conforto, segurança e performance. Fabricado no Brasil, o novo Fiat Bravo tem atributos de sobra para ser um forte concorrente no prestigioso segmento de hatchbacks médios. E chega para consolidar a reputação de inovação da Fiat, provando que a evolução não conhece limites.

E a evolução é mesmo a marca dele. O Fiat Bravo chega para agradar o mais exigente consumidor: design diferenciado; tecnologia de última geração, com equipamentos que o tornam realmente completo; generoso espaço interno com muita sofisticação; além de esportividade, com sua mecânica apurada e de alto desempenho.

Um automóvel propriamente belo. Sem dúvida, o design é um dos pontos fortes do Fiat Bravo. Suas linhas agressivas e dinâmicas - inspiradas em parte no design dos veículos de Gran Turismo - levam a esportividade juntamente com o consagrado desenho italiano, mas mantendo o novo family feeling dos modelos da Fiat.

O Fiat Bravo chega com duas potentes motorizações — a nacional 1.8 16V E.torQ com câmbio mecânico ou Dualogic, e a importada 1.4 T-Jet com câmbio de 6 marchas — e três versões de acabamento — Essence, Absolute e T-Jet — muito bem equipadas.




TECNOLOGIA

Dentro da melhor tradição Fiat, o novo Fiat Bravo traz muita tecnologia. São diversos equipamentos que facilitam a vida do motorista ou que ampliam a segurança dos ocupantes, alguns dos quais fazem sua estreia na gama Fiat, em modelos do segmento ou até mesmo no Brasil. Eles contribuem para tornar o Fiat Bravo um carro completo, dotado de todos os recursos para oferecer a melhor e mais segura vida a bordo. Conheça-os.

Para ampliar o conforto, o cliente Fiat conta com:

Rádio NAV, sensor de estacionamento dianteiro, retrovisores externos rebatíveis, logo Push, skydome, faróis de xenon, night design, Blue&Me™, ar condicionado automático Dual Temp®, direção elétrica Dual Drive®, borboleta no volante, piloto automático

Para ampliar a segurança, o cliente Fiat conta com:

Kneebag, cornering, hill Holder, sensor de pressão dos pneus, ESP (Electronic Stability Program, Programa Eletrônico de Estabilidade), MSR (Motor Schleppmoment Regelung), ASR (Anti Slip Regulation), Safe Lock.

O motor E.torQ 1.8 16V concilia alto desempenho e economia, com ótimo torque em baixas rotações. Rodando somente com gasolina, sua potência é de 130 cv a 5.250 rpm; com etanol, 132 cv na mesma rotação. E o torque máximo, de 18,4 kgfm com gasolina e 18,9 kgfm com etanol, é atingido a 4.500 rotações. Mas aos 2.500 rpm, o motor já produz 93% de seu torque.

Texto adaptado Fiat

Reviewing the 2010 Mazda CX-7

Reviewing the 2010 Mazda CX-7 There are at least two things about the Mazda CX-7 that make it stand out. One, it's got styling - and driving vivaciousness - above and beyond the more SUV-esque compact-to-medium-sized crossovers in its price range like the practical but dowdy-looking (and driving) Honda CR-V and Toyota RAV-4.

Two, its MSRP of just under $22k to start is happily affordable compared with similarly snarky entry-luxury sportwagons such as the $32,520 Acura RDX - as well as the Toyota Venza ($26,275 to start) and also the new Honda Crosstour ($29,670).

WHAT IT IS

The CX-7 is a medium-small five-passenger hatchback sportwagon available in either front-wheel-drive or all-wheel-drive versions and with or without turbocharged engine.

Prices start at $21,700 for the base i SV with front-wheel-drive and 2.5 liter (non-turbo) engine and run up to $33,035 for an AWD-equipped s Grand Touring with 2.3 liter turbocharged engine.

WHAT'S NEW FOR 2010

Significant tweaks for 2010 include a new nose piece, updated interior and improved fuel-efficiency from the optional turbocharged engine.

WHAT'S GOOD

Looks as sharp as an RDX - for $10k less. Handles more like a sports car than a heavy-footed crossover SUV. Really scoots when equipped with optional 2.3 liter turbo engine.

WHAT'S NOT SO GOOD

Isn't as practical as something like a RAV4, CR-V or Equinox. Base 2.5 liter engine underpowered for the weight of this vehicle. No manual transmission available; no V-6 offered.

UNDER THE HOOD

Base model CX-7s come equipped with a 2.5 liter, 161 hp four-cylinder and five-speed automatic. This engine comes only with a five-speed automatic - and only with front-wheel-drive. The optional engine is a turbocharged 2.3 liter four rated at 244 hp. It, too, comes only with an automatic but you do get a six-speed unit. All-wheel-drive is available optionally with the 2.3 liter engine.

When so equipped, up to 50 percent of the engine's power is kicked back to the rear wheels for improved grip in low traction snowy and wet weather driving conditions. Otherwise, close to 100 percent of the engine's output goes to the front wheels. The non-turbo CX-7 takes about 10 seconds to reach 60; the turbo-equipped model is much quicker, getting there in about 7.5 seconds (with FWD; the slightly heavier AWD-equipped model gets to 60 in about 7.7 seconds).

Fuel economy with the base engine is 20 city, 28 highway; with the turbo engine and FWD, it's 18 city, 25 highway. With AWD, that drops slightly to 17 city, 23 highway. Max tow rating is 2,000 lbs. (with turbo engine).

ON THE ROAD

The CX-7 is a typical Mazda product; it looks fun - and it is fun. Think of it as an RX-8 wagon rather than a "crossover" - let alone an "SUV." Higher-speed handling is pretty tight for a vehicle with 8.1 inches of ground clearance, which ought to make it feel top-heavy but doesn't. There's give for potholes but grip, too. Excellent steering - direct, no lag time, not too boosted, not to heavy.

Mazda's supension tuning is just excellent. Among the best available, even when you don't take price into account. Which is why it'd be nice if a manual six-speed were available - and really ought to be, given the CX-7's let's go! personality. An available manual transmission would also go a long way toward improving the base car's less-than-inspiring straight-line feel. There is adequate power for normal driving but the CX-7 is such a sporting vehicle that "adequate power" is less than ideal. 161 hp and a five-speed automatic - that's it - doesn't fit rest of the car's demeanor, or its handling capabilities. A six-speed would also help mask the power deficit (161 hp is marginal in a 3,496 lb. vehicle) and make an already very appealing car even more so.

Of course, there's always the optional 2.3 liter turbo. No worries here, as far as power or performance goes. In fact, the Mazda's 2.3 liter engine is 4 hp stronger than the 2.3 liter, 240 hp turbo four found in the otherwise very similar - but bucketloads of cash more expensive - Acura RDX. A manual transmission option would be nice with the turbo engine, too - but the 83 hp bump in output makes up for many things, including the absence of a clutch pedal.

AT THE CURB

Appearance-wise, the CX-7 is closer to the RDX, Crosstour, Venza and other sporty wagons than SUV-esque competitors in its price class like the RAV4, Equinox and CR-V. It is sleek where they are boxy; lithe where they are chunky. There's nothing wrong with either look, of course. It's just a question of which you prefer. To Mazda's credit, they tried something different rather than produce a Mazda knock-off of the SUV/crossover template. Some reviewers have critiqued the CX-7 for sacrificing practicality (in the form of roominess and cargo capacity) to style, but this is only partially fair.

Yes, the interior is cozier than in something like the Equinox. Realistically, the CX-7 is a four-person vehicle. You can carry five (adults) if absolutely necessary, but not very comfortably. But this is also a True Fact about most if not all "five passenger" compact and mid-sized crossover wagons and light-duty AWD-equipped SUVs.

On the other hand, the Mazda has almost as much cargo room (59 cubic feet) as the seemingly more sizable Equinox (64 cubic feet), almost exactly as much as the luxury-priced RDX (61 cubic feet) and more than the Honda Crosstour (51 cubic feet). The Venza (70 cubic feet), CR-V (73 cubic feet) and RAV4 (also 73 cubic feet) do have considerably more cargo room, but (to turn things around a bit) sacrifice looks/sportiness to deliver it. So, again, it comes down to which look you prefer - and what your needs are.

Some worthwhile mentions about the CX-7's design/layout include a nearly foot-deep center console well that will swallow a standard laptop computer, the multiple tie-down points in the rear cargo area - and an amazingly spacious engine compartment, at least in 2.5 liter equipped models, that should make basic DIY service such as oil and filter changes a snap.

THE REST

If you go by the stats - general layout/available power/performance/features - as well as subjectives such as styling and driving zip, the CX-7 should be compared to cars like the RDX, Crosstour, Venza and other sporty wagons like that -rather than models like the CR-V, RAV4 and Equinox. But most reviewers don't make that comparison because of the huge price difference between the $21k to start CX-7 and the pushing $30k to start (and more) RDX, Crosstour and Venza. But that doesn't mean you shouldn't look at it this way. Because on so many important points, the CX-7 is very arguably the best "entry luxury" sport wagon on the market - even if its not official.

The only area where I found a slight cheap-out that betrayed some cost-cutting efforts was the jamb area that's exposed when the rear liftgate is opened. It wasn't clear-coated (though the door jambs were). It's a very, very small thing in my opinion - and nothing I'd worry much about given the thousands of dollars in your pocket if you bought the CX-7 over an RDX or Crosstour, etc.

All major current safety features (front seat side-impact air bags, curtain air bags for both rows, ABS, traction and stability control) are standard. A back-up camera is available optionally. The standard comprehensive warranty is three years or 36,000 miles; five years or 60,000 miles on the powertrain. No great shakes there.

THE BOTTOM LINE

Despite a few small flaws - including the not-so-great warranty (a consideration for potential buyers of the turbo version, especially) the CX-7 is still a breath of fresh air in a pretty stodgy segment - and a great value-priced alternative to a pricey (and arguably, overpriced) Crosstour, Venza or RDX.

Recall da Kombi

A Volkswagen está convocando proprietários de Kombi modelos 2009, 2010 ou 2011 para manutenção de segurança em seus veículos.

Segundo o fabricante, trincas no sistema de escapamento podem aumentar o ruido de funcionamento e, em casos extremos, causar incêndio no compartimento do motor.

A campanha atinge 49.000 unidades e prevê a colocação de um novo suporte para o sistema.

Maiores informações podem ser obtidas no site da VW ou pelo telefone 0800 019 8866.

Reviewing the 2011 Mitsubishi Outlander

Reviewing the 2011 Mitsubishi Outlander Everyone who knows abut cars knows about the EVO - Mitsubishi Motors' all-wheel-drive supercar. The problem for Mitsubishi is the rest of its lineup isn't as well-known - especially among people who aren't car freaks, who are the majority of the buying public.

One of these is the Outlander - a sportier take on the mid-sized crossover wagon concept. Mitsubishi's intent is to lure buyers of Name Brand crossovers like the Toyota RAV4 and Honda CR-V by offering a bit more zip for a few less bucks. Should you take a look?

WHAT IT IS

The Outlander is a sport-themed, 5-7 passenger crossover SUV with standard third row seating. It is available with either four or six-cylinder engines and FWD or AWD. Prices begin at $21,995 for the front-wheel-drive ES with 2.4 liter engine and "Sportronic" CVT transmission and run to $27,795 for a performance-minded GT with 3 liter V-6 and performance calibrated AWD system.

WHAT'S NEW FOR 2011

Mitsubishi is trying to boost sales of the sport-minded GT version of the Outlander by dropping the price by almost $1,500 (last year's GT had an MSRP of $29,250). Base SE models now come standard with third row seating and can be ordered with upgraded leatherette trim. XLS trims get an updated exterior based on the aggressive shark-nosed look of the GT, as well as standard xenon HID headlights, rain-sensing wipers and aluminum pedals.

WHAT'S GOOD

Sharper styling than Mrs. Doubtfire-looking competitors like Toyota's RAV4 and the Honda CR-V. Sharper handling than more SUV-esque competitors like the Chevy Equinox. Comprehensive range of trim/drivetrain packages, from economy-minded ES to fairly serious performance-minded GT. Large, dog-friendly rear cargo area. Standard third row seating. AWD available with four-cylinder engine. GT's a decent deal - and a decent performer.

WHAT'S NOT SO GOOD

No manual transmission with either engine. Base four cylinder engine is underpowered for the weight of the vehicle - especially AWD versions. Third row is cramped and hard to access - usable by kids only. Base 2011 SE is about $1,000 more than last year's SE and about the same price as Name Brand rivals like the Toyota RAV4 ($21,925) and Honda CR-V ($21,695).

Historically, Mitsubishis depreciate faster than Name Brand Japanese competitors. Sometimes, a lot faster.

UNDER THE HOOD

Outlander can be equipped with either a 2.4 liter, 168 hp four cylinder engine or (optionally) a 3.0 liter, 230 hp V-6. Both engines are available with FWD or (optionally) AWD. The four comes paired with a "Sportronic" Continuously Variable (CVT) automatic; the V-6 comes with a six-speed automatic. Neither engine is available with a manual transmission. Performance is just so-so, mostly because of the Outlander's 3,400 lb. curb weight. The base SE with four cylinder needs about 9 seconds to reach 60 mph while the V-6 is about a second quicker. Gas mileage is mediocre.

EPA rates the base SE with front-wheel-drive at 21 city, 27 highway; with AWD this drops a bit to 21 city and 25 highway. V-6 versions are thirstier, but not obnoxiously so. EPA says 19 city, 25 highway for FWD versions and 18 city, 24 highway for AWD-equipped models.

The Outlander's optional AWD system is significantly different than what you find in competitors - almost all of which are not driver-adjustable and remain in all-wheel-drive all the time, whether it's needed or not. The Outlander's system, in contrast, is more like what you'd find in a truck or SUV with a part-time 4WD system in that you can turn a knob on the center console to go from FWD to AWD, as conditions indicate. In FWD (which Mitsubishi labels "2WD" on the console-mounted control knob) all the engine's power goes to the front wheels only. Choose AWD (which Mitsu labels "4WD") and about 15-40 percent of the engine's power is always routed to the back wheels.

Choose the third setting - 4WD Lock - and the system will increase the amount of power kicked back to the rear wheels up to 60 percent. However, the system does not lock the drivetrain into a permanent/constant 40-60 split, front to rear, as the name suggests. Maximum tow rating with the V-6 is 3,500 lbs.

ON THE ROAD

If only the Outlander had more power - and a six-speed manual transmission (especially with the V-6). Because otherwise, it's a lot of fun.

The Lancer/EVO DNA is evident during high-speed cornering, at which the Outlander - especially the GT - excels. The weight of the vehicle doesn't lurch to outside, squashing down the suspension on that side - with the stability control system frantically trying to keep you from rolling the thing - which happens with some of the less-poised competition. There's a nice weight to the steering, too - which tracks directly with the vehicle's nose instead of being a step ahead or behind.

It's just that 3,400 pounds (FWD versions; AWD versions are even heavier) is too much bulk for the 168 hp four; even the 230 hp V-6 could use another 30 or so hp to get the Outlander moving swiftly enough in a straight line to match the promise of its athletic image.

Still, the Outlander's stats stack up favorably against competitors like the very popular Honda CR-V, which does doesn't offer a V-6 at all - and whose take-it-or-leave-it 2.4 liter, 166 hp engine is less powerful than the Outlander's base four. CR-V is also one of the slowest cars in the segment, with a 0-60 time of 10-plus seconds for the AWD version - and it can't pull more than 1,500 pounds.

Toyota's RAV4 outguns the Outlander with its standard 179 hp 2.5 liter four and its optional 269 hp 3.5 liter V-6, the latter of which can propel the Toyota to 60 mph in 7.2 seconds. But it's a bit more expensive to start - $21,925 - and while you can get a V-6 RAV4 ($23,960) for less than an Outlander V-6 ($25,795) Toyota doesn't offer a performance-minded version of the RAV such as the Outlander GT and overall the RAV4 is much less sporty to look at - and to drive - even if it is a lot quicker in a straight line.

Same thing if you compare the Outlander with SUV-leaning crossovers like the Chevy Equinox. The Chevy is a very nice vehicle but leans farther to the SUV side of the fence, both in terms of how it looks as well as how it drives. It has more standard power (2.4 liters, 182 hp) but no available third row - and less total cargo capacity. Also, neither the Toyota nor the Honda nor the Chevy offer the driver-controlled AWD system the Outlander does.

AT THE CURB

The Outlander's got more visual pizazz than the blandly styled CR-V and RAV4 - or the traditionally SUV-esque Chevy Equinox. The new EVO-inspired forward-canted nosepiece juts out like the snout of a hungry Mako shark.

While the Outlander, RAV and CR-V all have about the same cargo-carrying capacity - 36.2 cubes behind the second row; 73 cubes with the second row folded flat for the Mitsu vs. 36.4/73 cubes for the Toyota and 35.7/73 for the Honda - the Outlander has significantly more ground clearance (8.5 inches) than either the CR-V (7.3 inches) or the RAV4 (7.5 inches), which should be helpful in snow. Surprisingly, Chevy's Equinox has less total cargo capacity than all three of these - just 63 cubic feet.

The Outlander's available folding third-row seat, meanwhile, gives the Mitsu a leg up on the CR-V and Equinox - neither of which offer a third row at all - and equalizes things on this score with the RAV4 (which does). The Outlander's third row is cramped and pretty much viable only for kids. But it is there - and it does give you the ability to carry up to seven people in a pinch, which neither the Equinox nor the CR-V can do.

The Outlander also offers useful and unique features like a fold-out lower rear section two-piece liftgate. This opens up the cargo area and makes it easier to get big/bulky/heavy items in there, since you don't have to lift them up and over as much as you do in some competitor's models. The liftgate can also safely support more than 400 pounds, too - so two normal-sized adults can sit on it if they like. The area behind the third row seats is deep, wide - and very dog friendly. I carted around two 80 pound Labrador Retrievers during the week I test-drove the Outlander. The optional Fuse voice command system is similar in operation to others on the market (such as Ford's Sync). You can use it t make hands-free calls or control the audio system without having to fiddle with manual knobs or buttons.

Other cool stuff you'll find includes an optionally available 650 watt Rockford Fosgate audio rig with Sirius satellite radio, 40 GB music storage hard drive - and two dinner plate-sized subwoofers built into the sidewalls of the cargo area.

THE REST

Mitsubishi's main weakness relative to its main competitors is a (historically) spottier record on the quality control front, which in turn has really put the arm on the depreciation rates of Mitsubishi vehicles. On the upside, Mitsubishi offers long-lived basic and powertrain coverage that's superior to all of its major rivals - five years and 60,000 miles "bumper to bumper" plus a 10 year/100,000 mile warranty for the drivetrain - vs. three-year/36,000 basic warranty for the Honda CR-V (five years, 60,000 miles on the drivetrain).

Same minimalist coverage on the RAV4 and Chevy Equinox - although the Equinox does come with a five year, 100,000 mile policy on the drivetrain. Still, the Mitsubishi is the clear leader in terms of backing what it sells. If something does break on the Outlander, you probably won't have to pay for it - at least, not before you've paid the thing off. With the Toyota, Honda and Chevy - you're on your own much sooner. As far as safety stuff, all Outlanders come standard with ABS and stability control, side-impact and curtain air bags, plus anti-whiplash head rests for the driver and front passenger seats. A rear back-up camera is bundled with the optional navigation system.

Drift na Serra do Rio do Rastro – SC

Para quem não conhece a Serra do Rio do Rastro já acha complicado e perigoso andar em alta velocidade ali.

Mas para quem, como eu, já passou por ali acha extremamente perigoso. Já passei algumas vezes por esta serra, inclusive este ano. E ela é muito estreita apesar, de ser feita em concreto, existe muito limo na pista alguma partes com gelo e muito movimento.

Mas para o Rhys Millen parece que a serra não é tão assustadora assim. Veja o vídeo com um trecho das filmagens feitas com Rhys Millen fazendo drift na Rio do Rastro em Santa Catarina (Vamos aguardar as outras filmagens).



E eu que cheguei a 60 km/h lá e estava me sentindo um motorista ousado.

OBS: Continuação do Vídeo

Clipe do Camaro

presented bDiesel Pros and Cons

presented bDiesel Pros and Cons, Diesel-powered vehicles are making a big comeback - no surprise given renewed buyer interest in high-efficiency, long-life vehicles. But like gas-burners, diesels have their downsides as well as their upsides. Here's a look at both sides of the equation:

Pros:

* Excellent fuel economy - with excellent performance - Many people remember the days when "diesel" meant "slow." But modern diesel engines such as those offered by VW (Jetta TDI) and BMW (330d) and Mercedes (E350 BlueTec) can deliver 40-plus MPGs - not far off the pace of complex, expensive and slow gas-electric hybrids - while getting the cars they're in to 60 mph in as little as 7 seconds.

In a large truck such as the current GM 2500 HD series or Ford F250, diesel-equipped versions can pull/haul much more weight than the gas-powered versions while burning less fuel doing it.

* Diesel engines are typically longer lived than gasoline-burning engines - Assuming proper maintenance, it is not unusual for a diesel engine to run 300,000 miles or more without needing major work. Even though modern gas engines generally last much longer than they used to, few can go more than 200,000 miles or so without beginning to show definite signs of wear and tear, such as smoky blue exhaust and declining gas mileage/performance.

* Diesels can burn more than one type of fuel - For example, old fry grease - aka Waste Vegetable Oil (WVO). Frugally-minded people have been powering their diesel vehicles with this stuff at little or no cost by getting local restaurants and so on to give it to them for free. Modifications to the engine (such as a preheater to keep the grease from congealing) will be needed, but you can operate a diesel engine with such stuff in a pinch. "Biodiesel" (not the same as WVO) can be brewed at home, too. Gas engines, meanwhile, are designed to burn gas only. And you can't refine your own gas, if it came to that.

Cons:

* Diesel fuel is now more expensive than gasoline - New federal laws mandating "Ultra Low Sulfur" fuel (15 PPM sulfur) have jacked-up the price per gallon of diesel, which is still close to $3 per gallon in most areas of the country, while unleaded regular is often available for closer to $2.30 or so. The higher at-the-pump price eats into the down-the-road mileage advantage that diesels have.

Another potential problem with the new Ultra Low Sulfur diesel fuel is that it doesn't have the same lubricating qualities (due to the low sulfur content) as diesel fuel used to have, which could mean faster wear and tear - and shorter engine life. Some diesel engine experts recommend that additives (http://www.carmild.com) be used - especially in diesel engines built before about 1997 - to make up for the poorer lubricating qualities of the new Ultra Low Sulfur diesel fuel.

* Diesel engines now have cost (and hassle) adding anti-pollution equipment - In addition to Ultra Low Sulfur diesel fuel, the car companies have had to add urea injection and particulate traps to their diesel engines, in order to comply with the latest tailpipe emissions requirements. The urea tanks have to be refilled regularly - an additional expense (appx. $20-$40 or so each time) and the particulate traps add a new layer of maintenance - and thus, expense.

No one really knows, either, how these systems - and the diesel engines themselves - will hold up over the long haul, or under severe conditions such as extreme cold/heat.

* Diesels cost more "up front" than gas engines - I recently test drove a diesel-powered version of the 2011 Chevy Silverado 2500 HD equipped with the optional Duramax diesel V-8. Selecting this engine (and the mandatory heavy-duty transmission that it's paired with) added nearly $10,000 to the price of the truck. In a passenger car like the VW Jetta TDI, choosing the diesel over the gas engine adds about $2,500 to the sticker price.

The much higher up-front costs will take many years of driving to wash away in the form of at-the-pump savings on fuel - unless, of course, gas prices shoot up again to $4 (or more) per gallon. Which they very well could. In which case, everything changes. In a world of $4 or $5 per gallon regular unleaded, a diesel vehicle that gets 15-20 percent better mileage than a gas equivalent could work off the higher up-front costs in as little as a year or two of driving.