Fun Rocking

2010 Buick LaCrosse

Here is a look at the new 2010 Buick LaCrosse, which on the outside seems to look a little flashier, almost like it wants to break the stereotype of being an old persons car. The car features a new fuel efficient engine, and it may appeal to some new customers, but we think most people will have trouble getting past the Buick brand name.

Vehicle Highlights

The 2010 Buick LaCrosse is redesigned with freshened styling, new engines, and new features. LaCrosse is a 4-door sedan that comes in CX, CXL, and CXS trim levels. The 2010 model has about a 1-inch-longer wheelbase and is about 1 inch shorter overall than the 2005-2009 LaCrosse. CX models come with either a 182-horsepower 2.4-liter 4-cylinder engine or a 255-horsepower 3.0-liter V6 engine. CXL versions have the 3.0-liter V6. The CXS has a 280-horsepower 3.6-liter V6 and replaces the V8-powered Super as the top LaCrosse model. All use a 6-speed automatic transmission. All-wheel drive is newly available, but only on the CXL with the V6 engine. Available safety features include ABS, traction control, antiskid system, curtain-side airbags, and front-side airbags. Blind-spot alert is also offered. CXL models have standard leather upholstery, and CXS models add heated and cooled front seats. Among the available features are a navigation system with rearview camera, xenon headlights, DVD entertainment, and head-up display. Note that LaCrosse is sold in Canada as the Allure.

2011 Yamaha Fazer 8

2011 Yamaha Fazer 8

Based on our successful FZ1 platform, the new Fazer 8 sports a 779cc, four cylinder engine that is tuned for plenty of low and mid range torque, making every ride an exciting experience.

Just like its naked FZ8 cousin, the Fazer 8 is a brilliant “all-rounder” that can slice through city traffic or apex a series of corners on your favourite twisty road. Attitude, power, handling and style, the Fazer 8 is an everyday sport bike you will be proud to own.

Class, comfort, confidence

If you’ve only got room for one roadbike in your garage, choose one that ticks all the boxes – serious performance and good looks, plus genuine all-round versatility,

With a muscular, torquey 779cc engine, the Fazer8 breathes new life into the mid-class bike category. Open the throttle and enjoy the instant torque for easy overtaking and superb grunt around town. Keep it pinned for a shot of sports bike adrenaline with that trademark Yamaha top-end surge.

Comfortable, confident and classy, the semi-faired Fazer8 is a powerful companion – an all-weather all-rounder with the ability to make any ride a high-performance sports ride.

If you’ve only got room for one roadbike in your garage, choose one that ticks all the boxes – serious performance and good looks, plus genuine all-round versatility, With a muscular, torquey 779cc engine, the Fazer8 breathes new life into the mid-class bike category. Open the throttle and enjoy the instant torque for easy overtaking and superb grunt around town. Keep it pinned for a shot of sports bike adrenaline with that trademark Yamaha top-end surge. Comfortable, confident and classy, the semi-faired Fazer8 is a powerful companion – an all-weather all-rounder with the ability to make any ride a high-performance sports ride.

The Fazer8 – serious performance, total versatility

Yamaha’s FZ range packages supersports performance into a versatile chassis for everyday enjoyment. The Fazer8 breathes new life into the mid-class bike category, with a bigger, broader spread of power out of the flexible FZ8 powerplant. The Fazer8 is set up for comfortable, fast road riding wherever you take it – whether it’s a high-performance city journey or a week away exploring the continent at full throttle. The front cowl and screen add weather protection and improved aerodynamics to a powerful sports bike engine and handling package.

Brand new for 2011

Yamaha is proud to announce two new motorcycles that open up a whole new class within the popular FZ sportsbike range – the FZ8 and the Fazer8. The FZ8-series is based on the idea of a high-performance all-rounder with the power and character to make every ride an exhilarating sports ride. The naked FZ8 is a machine with attitude. Muscular, aggressive design gives onlookers a hint of this bike’s serious intentions. Not a bike for beginners, the FZ8 is a pure expression of performance and quality craftsmanship.

With the semi-faired Fazer8, the emphasis is placed firmly on getting out there and enjoying the roads, whatever the weather. Discover sportsbike performance and handling, with the aerodynamics, wind and weather protection of a front cowl and screen. It’s a solid step up in performance and quality.

779cc 4-cylinder engine

In order to arrive at the perfect power and torque spread for a mix of high performance and all-round usability, Yamaha threw out all preconceptions about engine size. The 1000cc and 600cc categories that largely divide the market are imposed by racing regulations, not road riding considerations. Many riders find 600cc supersport engines to be hard work on the open road – and 1000cc superbike engines to be overkill.

Yamaha’s engineers selected a 779cc engine displacement to provide the perfect balance between the accessible performance of a 600 and the broad, instant torque and power of a litrebike.

The new FZ8-series engine is fuel injected, and uses both a throttle valve and an electronically controlled sub-throttle valve to provide additional control over intake airflow volume. The cylinder bodies have a bore and stroke from 68.0×53.6mm. Readings on engine rpm and throttle opening are processed in real time by the ECU, which operates a new stepping motor to control the sub-throttle valves and optimise volumetric efficiency in each part of the rev range. This is one of the many design considerations aimed at boosting low-middle drive.

Another key to the FZ8-series motor’s flexibility is found in the large-capacity 7.8 litre airbox, where the air intake funnels are two different lengths – cylinders 1 and 4 have 125mm intake funnels, where 2 and 3 are 150mm in length, producing an excellent spread of torque throughout the rev range.

The FZ8-series engine produces 106.2PS (78.1kW) at 10,000rpm, and a generous 82.0Nm of torque at 8,000rpm – with a character that feels light, torquey and responsive down low but builds to a signature Yamaha top-end power rush.

It easily clears EU3 exhaust emission standards, using a short, side mounted muffler and a 4-into-2-into-1 exhaust system with a honeycomb type catalytic converter fitted at the point where the header pipes meet. An oxygen sensor feeds real-time exhaust information back to the ECU, allowing the bike to constantly adjust its air/fuel mixture for optimum efficiency and clean emissions.

Chassis and running gear

The FZ8-series features a new engine that is a stressed member in an all-aluminium frame. The design’s high rigidity and low weight minimises frame torsion while providing outstanding high-speed stability and cornering confidence. The FZ8-series also uses a CF aluminium die-cast swing arm, enhancing the effectiveness of the rear suspension.

Front-end suspension is a pair of upside-down forks, running 43mm inner tubes. Rear suspension is handled by a linked Monocross unit – the link being designed to provide soft, light suspension near the top of the stroke to deal with bumpy surfaces in comfort, but then to provide firmer cushioning as the shock is further compressed, for sharper handling during hard cornering.

Front brakes are twin four-piston monoblock calipers, gripping 310mm floating front discs. Being monoblock designs, the calipers suffer minimal distortion under hard braking, so the stopping force is linear, stable and controllable when the chips are down. Both the naked FZ8 and semi-faired Fazer8 models are available with optional ABS.

The wheels are five-spoke cast aluminium rims – the front tyre is a 120/70 ZR17, and the rear is a 180/55 ZR17. This gives both bikes outstanding ride feeling, grip and cornering performance, with access to the full range of sports rubber.

The riding position is sporty but comfortable, with a seat height of 815mm and a narrow tank which gives the rider a good ground access. Overall ride experience is compact and light, with generous room for manoeuvring. Steering is quick and responsive, with an extended 33-degree left-to-right steering angle – making tight U-turns and peak-hour traffic busting much easier.

Muscular, mass-forward design

The FZ8-series consists of two models – the naked FZ8 and the semi-faired Fazer8 with a front cowl and screen. A short muffler, narrow tank and new 3-part tank cover instantly distinguish these bikes from their peers.

Visually, the FZ8 series evokes a pure release of energy in forward motion. The black side parts on the tank provide comfortable knee grip, and give the subtle impression that the coloured tank is breaking away and accelerating forward. The headlight unit on the naked FZ8 adds an aggressive-looking detail. In all, the visual impression is of a bike that looks fast even when it’s standing still – and that sensually curved diamond frame and muscular 4-cylinder engine are still the stars of the show.

2006 Mosler

The MT900 is a sports car built in the United States and the United Kingdom by Mosler. Three submodels have also been produced. The MT900R was a racing version of the MT900. The basic car was updated as the MT900S for 2005, with the MT900S Photon being its racing variant. The original MT900 was introduced in 2001 and the MT900S continues in production. Components for 25 MTs were produced as of January, 2005, though only three road cars and eleven racing versions have officially been completed. The MT900 was the replacement for the Mosler Raptor.

General

• Mosler MT900S road car modified to FIA GT3 regulations (not road-legal)
• Rear mounted longitudinal V8 engine with 6 speed rear trans-axle and rear wheel drive
• Car has standard Mosler MT900S components unless otherwise stated.

Bodywork

• Carbon kevlar® composite body panels
• Poly-carbonate side windows
• Carbon composite standard doors
• Front splitter and diffuser
• Front dive vanes
• Adjustable composite rear wing
• Composite rear diffuser.

Interior

• Motec back lighted dash and data acquisition system
• Data upgrades optional
• Sparco race seat, adjustable position
• 6-point race harness.
• Race steering wheel with quick release
• Electric adjustable power steering
• Tilton racing pedal box
• Lifeline 6 point fire gas extinguisher system
• Light weight motorsport wiring harness
• Optional driver air conditioning system

Structure

• Standard Mosler MT900S carbon composite monocoque with steel tube front and rear subframes
• Integral bolted and bonded steel roll cage to FIA safety standards
• ATL 100 litre fuel cell
• AP racing pneumatic jack system.

Suspension

• Dynamics DSSV dampers with 4-way bump and rebound adjustment, Rose jointed independent double wishbone front and rear, Machined billet aluminium uprights, Central wheel locking system, Front and rear adjustable anti-roll bars.

Engine

• Standard LS7 V8 engine mapped for 98 octane unleaded fuel, LS7 dry sump system modified to Mosler GT3 application, Motec engine management system, Motorsport throttle body, Motorsport engine wiring loom, Stainless steel 4-1 headers, exhaust manifolds with straight through rear exit exhausts and silencers, Race spec cooling system (front-mounted water radiator and side mounted engine and transmission oil coolers.

Engine

• Type: supercharged and intercooled V-8, aluminum block and heads
• Bore x stroke: 3.90 x 3.62 in, 99.0 x 92.0 mm
• Displacement: 346 in³, 5665 cc
• Compression ratio: 10.5:1
• Fuel-delivery system: port injection
• Supercharger: Eaton, Roots type
• Maximum boost pressure: 6.0 psi
• Valve gear: pushrods, 2 valves per cylinder, hydraulic lifters
• Power (SAE net): 600 bhp (450 kW) @ 6300 rpm
• Torque (SAE net): 557 ft·lbf (755 N·m) @ 4000 rpm
• Redline: 6500 rpm

Drivetrain

• Transmission: 6-speed manual
• Final-drive ratio: 3.44:1, limited slip
• Gear, Ratio, mph/1000 rpm, Speed in gears
• I, 3.82, 6.1, 40 mph (6500 rpm)
• II, 2.15, 10.9, 71 mph (6500 rpm)
• III, 1.56, 15.0, 98 mph (6500 rpm)
• IV, 1.21, 19.4, 126 mph (6500 rpm)
• V, 1.00, 23.4, 152 mph (6500 rpm)
• VI, 0.85, 27.6, 179 mph (6500 rpm)

Acceleration

• 0 to 60 mph (97 km/h): 3.1 s
• 0 to 100 mph (160 km/h): 6.5 s
• 0 to 150 mph (240 km/h): 13.8 s
• Street start, 5–60 mph: 3.7 s
• Top-gear acceleration, 30–50 mph: 4.7 s
• Top-gear acceleration, 50–70 mph: 3.8 s
• Standing quarter-mile (400 m): 11.0 s at 135 mph (217 km/h)
• Top speed (redline limited): 179 mph (288 km/h)

2010 Mazda MAZDA3

Price $16,095

The Mazda3 sedan received a complete overhaul for the 2010 model year, representing what is perhaps the most daring example yet of the Japanese automaker’s new design language. The Mazda3 has been a success for Mazda since its introduction. It represents one third of Mazda’s sales and it’s easy to understand why after spending time with one. It’s a fit, frugal and fun compact car.

The 2010 Mazda3 is available in either a four-door sedan or a five-door hatchback both with front-wheel drive and a choice of two engines. The 2.0-liter four-cylinder engine delivers 148 horsepower at 6500 rpm and 135 pound-feet of torque at 4,500 rpm. Aluminum block and head construction saves weight, while dual overhead camshafts improve efficiency and performance.

Body Styles &Trim Levels

The 3i model (sedan only) is offered in SV, Sport and Touring trim levels. Standard equipment includes 16-inch steel wheels, a 60/40 fold-down rear seatback, height-adjustable driver seat, tilt-and-telescoping steering column, power windows and mirrors, and a four-speaker stereo with a CD player, an auxiliary audio jack and steering-wheel controls. The 3i Sport adds air-conditioning, a temperature display and the option of an automatic transmission. The 3i Touring adds 16-inch alloy wheels, remote keyless entry, power door locks, cruise control, Bluetooth phone and audio connection, and a six-speaker stereo.

• 2.0L DOHC EFI 16-valve I4 engine w/variable valve timing (VVT)
• Aluminum alloy engine block
• Black urethane engine cover
• 5-speed manual transmission w/OD
• Front wheel drive
• Distributor-less ignition
• 100-amp alternator
• Front independent MacPherson strut suspension w/coil springs
• Rear independent multi-link suspension w/coil springs
• Front/rear stabilizer bars
• Electro-hydraulic pwr assist steering (EHPAS) system
• Variable pwr rack & pinion steering
• Pwr front ventilated & rear solid disc brakes
• Stainless steel exhaust -inc: manifold, main silencer, pipe, single outlet w/bright tip
• Underhood insulator pad.

• 16″ x 6.5″ steel wheels w/full wheel covers
• P205/55HR16 all-season tires
• T115/70D15 temporary spare tire
• Triple-H construction
• Body-color front/rear bumpers
• Black roof molding
• Black urethane grille insert w/ chrome accent
• Halogen headlights
• Multi-reflector taillights
• Body-color manual-folding pwr mirrors
• 2-speed variable-intermittent front windshield wipers
• Body-color door handles
• Body-color fuel door.

• Cloth seat trim
• Reclining front bucket seats
• 60/40 split fold-down rear seat
• Front/rear outboard adjustable headrests
• Center console w/covered storage compartments
• (2) 12-volt pwr outlets
• Dual front cupholders w/lids
• Rear center armrest w/(2) cupholders
• Full carpeting
• Front/rear carpet floor mats
• Driver foot rest
• Tilt/telescopic steering column
• 3-spoke urethane steering wheel w/audio controls
• Black gauges w/white lettering & red nighttime illumination
• Gauges & controls illumination w/dial-type dimming control
• Instrumentation -inc: speedometer, tachometer, (2) resettable trip odometers
• Warning lamps -inc: brake system, high-beam on, turn signals on, hazard warning on, check engine, engine oil pressure, battery charge, defogger-on, air bags, front seat belt pretensioner system, door-ajar, low fuel, ABS system, cruise control on, tire pressure monitoring system
• Pwr windows w/driver side 1-touch down feature
• Remote releases -inc: fuel door, hood, trunk
• Engine immobilizer anti-theft system
• Rear heater ducts
• Rear window defogger
• Front side window demisters
• Illuminated glove box
• Cigarette lighter
• Silver center console panel
• Black steering wheel switch bezel
• Black driver & passenger side decoration panels & door handles
• Cloth door trim w/front/rear bottle holders, front storage pockets
• Gray molded cloth headliner
• Dual vinyl-covered visors -inc: covered vanity mirrors
• (3) passenger assist grips
• Black urethane shift knob
• (2) coat hooks
• Lighting -inc: front map lights, dome light, ignition keyhole
• Cargo area light
• Full cargo area trim
• Passenger side seatback pocket
• Driver side storage bin
• Trunk lid opener cancel system (trunk latch type).

• Anti-lock brake system w/electronic brakeforce distribution (EBD) & brake assist
• Front/rear side-impact door beams
• Driver/front passenger advanced airbags (SRS) -inc: crash zone, drivers seat position, passenger weight sensors
• Front seat mounted driver/front passenger side-impact air bags (SRS)
• Front/rear side curtain air bags
• Front seat belt pretensioners w/force limiters, height adjustable
• 3-point seat belts for all positions
• Child safety rear door locks
• Rear seat child safety seat lower anchors & upper tethers (LATCH)
• Collapsible steering column
• Crashable brake pedal
• Whiplash-reducing active front headrests
• Trunk entrapment release system
• Tire pressure monitoring system.

Acura NSX

About Car:

The Acura NSX was a car of firsts. It was the first production car to feature aluminum construction for its body structure, body panels, suspension and engine. Its engine was the first to feature variable valve timing and a variable-volume intake manifold. It was the first Japanese sports car sold in America to truly go head-to-head with the world’s best. Furthermore, all of this ichiban stuff came from an automotive brand that, at the NSX’s debut, had been in existence for just five years.

Some people dismissed Acura’s exotic as being too bland and Honda-like. But could it have been anything different? Honda simply has better engineers than most other car companies, which is how they went from zero to moderately huge in just two decades. The Accord and Civic are the benchmarks in their respective categories. A few years after they entered Formula One racing, Honda dominated the sport. The NSX is basically the street car built by the Formula One folks.

The NSX removes almost all barriers to heroic driving. Late for an appointment and need to go 80 mph around mountain curves? You won’t hear the tires squeal. Getting a call on your cell phone? Nudge the transmission into full auto and the car will shift for you, smooth as a Lexus. Don’t want to downshift while descending the Sierra mountains? Good luck getting the ventilated foot-diameter rotors to heat up enough to make the brakes fade. Worried that your $85,000 car and cell phone aren’t enough to attract a partner and anxious to get a tan? Take the top off your NSX-T and store it in the ingenious spot above the engine that doesn’t rob you of any luggage space.

The first thing you notice when you get into the NSX is the comfort. This is not a Porsche or a Ferrari. Nothing is weird, there is no penalty for all the extra capability. After ten minutes, the controls feel as natural as on a car you drive every day. Visibility is superb in all directions and the low cowl prevents claustrophobia. Considering that the engine is about a foot from your ear, the car is reasonably quiet; wind noise is unobtrusive (at least up to 100 mph). Set the temperature you’d like and the automatic climate control system delivers it (I’ve always hated these systems, but the NSX’s works).

Transmission

You can get the NSX with a 5-speed manual or 4-speed Formula One-type automatic tranmission. My testosterone-poisoned psyche yearned for a manual transmission, but rationally I knew that all race cars these days have “semi-automatic” transmissions. The console-mounted shifter in my automatic NSX-T had four settings: 4, 3/M, 2, 1. In “4″, the car behaves like any other with an automatic transmission: it chooses the best gear from 1 through 4. Shifting into 3/M from a stop, the car starts in first gear. You can accelerate until just before redline and the transmission will not shift. All control has moved into a little stalk by your right index finger. Tip it up and the car will instantly shift into second gear. Another tip up and you’re in third gear. Tip it down and the car will shift back to second, assuming that won’t result in overrevving the engine. No matter how powerful the car, automatics never felt really powerful to me. If you want to move, you have to mash the accelerator to the floor and wait a split second for the kick-down switch to engage and the transmission to downshift. I always miss the instant throttle response of a manual. With the NSX, you can quickly tip the car down into second or third gear. With the revs kept high, the throttle response is every bit as good as any manual.

Engine

While other car companies whined that the new California emissions standards were impossible, Honda figured out how to meet them with minor valve timing and induction system tweaks. The same kind of engineering brilliance was applied to the NSX’s all-aluminum 3.0-liter V-6. It produces 270 hp and 210 lbs-ft of torque, which is ample considering that the car only weighs 3100 lbs.

Acura NSX Wallpapers