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Suzuki Swift - The Cars We Need Now!

No one is better than Americans at blurring the lines between wants and needs, and the sudden upheaval in the car market is proof of that. In the past few months of this year, small-car sales have shot up, while sales of large SUVs and pickups have dropped sharply. American car buyers' needs haven't changed; consumers have just realized that they never actually needed those gas guzzlers in the first place. And now they're seeking ways to contain their fuel bills.

Fact is, a small, economical hatchback is all the car most of us need most of the time. The Suzuki Swift is a practical car that addresses what consumers really need: simple transportation. As an added bonus, the Swift strokes a few of our wants, too-it's downright adorable, a complete hoot to drive, and available with some of the toys from the big boys. Things like steering-wheel-mounted radio controls, keyless entry, air-con-ditioning, and power windows aren't real needs, but they're features many of us really want.

The first three generations of the Swift were sold here from 1984 through 2001, occasionally badged as Chevrolets and Geos, Sprints and Metros. They offered remarkable fuel economy, their window stickers promising as high as 53 mpg in the city and 58 mpg on the highway. The fourth-generation Swift (pictured here) isn't sold in the United States, and it isn't quite that easy at the pump, but it's the kind of car many Americans-especially those who are Suzuki dealers-could use right now. Luckily, an all-new fifth-generation model will return the Swift nameplate to the States in 2010 as a 2011 model.

The current Swift has been on sale around the world since 2004. It's almost fourteen inches shorter than the new Honda Fit but more than two inches longer than a Mini Cooper. Four adults can ride comfortably, provided they don't have much luggage (there's not much room behind the rear seats). Because the Swift is a hatchback, its back seats fold down, creating a large, usable cargo space.

The Swift is offered with a choice of four-cylinder engines displacing 1.3, 1.5, or 1.6 liters. The high-revving, cammed-out 1.6-liter powers the Swift Sport, and with 123 hp arriving at a lofty 6800 rpm, it isn't messin' around. Even the 100-hp 1.5-liter is, well, swift. It has a meaty torque curve thanks to variable valve timing, and short gearing helps the Swift feel even quicker than its ten-second 0-to-60-mph time suggests. And unlike penalty-box economy cars of yore, it's not at all scary at its 115-mph top speed.

In fact, if there's one thing that the Swift is, it's fun. Driving it reminds you that light cars can have authentically light controls without the need for feedback-numbing assist systems tuned to overboost to compensate for a heavier vehicle's heft. It reminds you how much fun we used to have behind the wheel-how satisfying it was to rev the bejeezus out of a willing little four-banger; how exciting it used to be to drive at crazy high speeds like 75 mph; and how much fun it was to go forty miles on a single gallon of gasoline.

Suzuki Swift - The Cars We Need Now!

No one is better than Americans at blurring the lines between wants and needs, and the sudden upheaval in the car market is proof of that. In the past few months of this year, small-car sales have shot up, while sales of large SUVs and pickups have dropped sharply. American car buyers' needs haven't changed; consumers have just realized that they never actually needed those gas guzzlers in the first place. And now they're seeking ways to contain their fuel bills.

Fact is, a small, economical hatchback is all the car most of us need most of the time. The Suzuki Swift is a practical car that addresses what consumers really need: simple transportation. As an added bonus, the Swift strokes a few of our wants, too-it's downright adorable, a complete hoot to drive, and available with some of the toys from the big boys. Things like steering-wheel-mounted radio controls, keyless entry, air-con-ditioning, and power windows aren't real needs, but they're features many of us really want.

The first three generations of the Swift were sold here from 1984 through 2001, occasionally badged as Chevrolets and Geos, Sprints and Metros. They offered remarkable fuel economy, their window stickers promising as high as 53 mpg in the city and 58 mpg on the highway. The fourth-generation Swift (pictured here) isn't sold in the United States, and it isn't quite that easy at the pump, but it's the kind of car many Americans-especially those who are Suzuki dealers-could use right now. Luckily, an all-new fifth-generation model will return the Swift nameplate to the States in 2010 as a 2011 model.

The current Swift has been on sale around the world since 2004. It's almost fourteen inches shorter than the new Honda Fit but more than two inches longer than a Mini Cooper. Four adults can ride comfortably, provided they don't have much luggage (there's not much room behind the rear seats). Because the Swift is a hatchback, its back seats fold down, creating a large, usable cargo space.

The Swift is offered with a choice of four-cylinder engines displacing 1.3, 1.5, or 1.6 liters. The high-revving, cammed-out 1.6-liter powers the Swift Sport, and with 123 hp arriving at a lofty 6800 rpm, it isn't messin' around. Even the 100-hp 1.5-liter is, well, swift. It has a meaty torque curve thanks to variable valve timing, and short gearing helps the Swift feel even quicker than its ten-second 0-to-60-mph time suggests. And unlike penalty-box economy cars of yore, it's not at all scary at its 115-mph top speed.

In fact, if there's one thing that the Swift is, it's fun. Driving it reminds you that light cars can have authentically light controls without the need for feedback-numbing assist systems tuned to overboost to compensate for a heavier vehicle's heft. It reminds you how much fun we used to have behind the wheel-how satisfying it was to rev the bejeezus out of a willing little four-banger; how exciting it used to be to drive at crazy high speeds like 75 mph; and how much fun it was to go forty miles on a single gallon of gasoline.

2007 Beck LM 800 Supercar twin turbocharged V8

2007 Beck LM 800 Supercar twin turbocharged V8

The Beck LM 800 is built on the principle of lightweight and aerodynamic efficiency. It uses composite materials to to keep the weight down and a form over function styling brief to keep the frontal area and drag coefficient to a minimum.
The LM 800 is a supercar from Beck Engineering & Composites GmbH based in Switzerland. The Beck LM 800 went on show in January 2007 in Vienna.
The construction of the Beck LM 800 is similar to that found in Formula 1 race cars with a carbon, Kevlar and aluminium composite monocoque protecting the driver and passenger, as well as providing a rigid base to attach the engine and transmission mounts and front control arms of the chassis. The LM 800 has an electronically controlled, hydraulic active chassis also influenced by F1 technology, which reacts to telemetry data and helps to keep the car firmly stuck to the road.
The engine is a V8 especially produced by MTM for the Beck LM 800 with a displacement of 4.2 litres and, thanks to two turbochargers, delivers a performance of around 650 HP (variable from 550 - 1000 hp) to the drive shaft. The drive unit is designed in such a way that even acceleration is achieved across the entire range up to a top speed of over 217 mph. The semi-sequential 7-speed gearbox is perfectly coordinated with the Beck LM 800 and reacts instantly to driver input.
The wheels of the Beck LM 800 are specially made and formed from aluminium. An in-built hydraulic jacking system makes tire changes a breeze.

Introduces 2009 Honda Jazz

In today’s climate of high petrol costs, small cars are rapidly increasing in popularity as Aussie motorists move away from large cars and SUVs to something a little more frugal.

The timing then for Honda’s Australian release of the second-generation Honda Jazz could not be more perfect, as its spacious interior, light weight and thrifty engine line-up looks to be just the thing to give cash-strapped motorists some relief at the petrol pump.

The look of the 2009 Honda Jazz may be familiar to most of you, but the sheetmetal is all new. It’s a little chunkier than the outgoing model and the front now sports an almost Civic Type R-ish visage. The tailgate is a little less squared-off than the old model too and the sides are a little more dynamic than the featureless slabs of the 1st-gen Jazz, thanks to more pronounced rear fender flaring and a few strategically-placed body creases.

The new Jazz comes in three trim levels: the base GLi with a 73kW 1.3-litre engine, the more powerful VTi which comes with an 88kW 1.5-litre inline four and side and curtain airbags; and the top-spec VTi-S, which adds a sportier front and rear bumper, side skirts, cruise control, leather steering wheel and 16-inch alloys to the VTi’s equipment.

ABS brakes with electronic brake force distribution and dual front airbags are standard across the Jazz range, however you’ll need to check the box for an optional Safety Pack if you want side and curtain airbags on the GLi.

While sub-100kW power outputs wouldn’t even excite your great-grandmother, the new Jazz’s engine lineup’s biggest drawcard lies indisputably in its fuel economy. The 1.3-litre sips just 5.8 litres per 100km when equipped with the 5-speed manual, while the 1.5-litre needs just 6.4 litres to travel the same distance with the same gearbox.

The 2009 Jazz can also be optioned with a newly-developed 5-speed automatic, the only one of its kind in the compact car segment. The automatic VTi-S also gets a pair of steering wheel-mounted paddle shifters for rowing through the ratios.

The suspension has also undergone some changes for 2009. Steering geometry has been revised to endow the Jazz with a 9.8 metre turning circle, while new suspension bushes and a redesigned rear torsion beam improve handling.Honda Australia has made no mention of when the exact release date is, or of the pricing for the various models, but we’ll be sure to let you know as soon as the information comes to hand.

Introduces 2009 Honda Jazz

In today’s climate of high petrol costs, small cars are rapidly increasing in popularity as Aussie motorists move away from large cars and SUVs to something a little more frugal.

The timing then for Honda’s Australian release of the second-generation Honda Jazz could not be more perfect, as its spacious interior, light weight and thrifty engine line-up looks to be just the thing to give cash-strapped motorists some relief at the petrol pump.

The look of the 2009 Honda Jazz may be familiar to most of you, but the sheetmetal is all new. It’s a little chunkier than the outgoing model and the front now sports an almost Civic Type R-ish visage. The tailgate is a little less squared-off than the old model too and the sides are a little more dynamic than the featureless slabs of the 1st-gen Jazz, thanks to more pronounced rear fender flaring and a few strategically-placed body creases.

The new Jazz comes in three trim levels: the base GLi with a 73kW 1.3-litre engine, the more powerful VTi which comes with an 88kW 1.5-litre inline four and side and curtain airbags; and the top-spec VTi-S, which adds a sportier front and rear bumper, side skirts, cruise control, leather steering wheel and 16-inch alloys to the VTi’s equipment.

ABS brakes with electronic brake force distribution and dual front airbags are standard across the Jazz range, however you’ll need to check the box for an optional Safety Pack if you want side and curtain airbags on the GLi.

While sub-100kW power outputs wouldn’t even excite your great-grandmother, the new Jazz’s engine lineup’s biggest drawcard lies indisputably in its fuel economy. The 1.3-litre sips just 5.8 litres per 100km when equipped with the 5-speed manual, while the 1.5-litre needs just 6.4 litres to travel the same distance with the same gearbox.

The 2009 Jazz can also be optioned with a newly-developed 5-speed automatic, the only one of its kind in the compact car segment. The automatic VTi-S also gets a pair of steering wheel-mounted paddle shifters for rowing through the ratios.

The suspension has also undergone some changes for 2009. Steering geometry has been revised to endow the Jazz with a 9.8 metre turning circle, while new suspension bushes and a redesigned rear torsion beam improve handling.Honda Australia has made no mention of when the exact release date is, or of the pricing for the various models, but we’ll be sure to let you know as soon as the information comes to hand.

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B. Engineering Edonis Super Car by Jean Marc Borel

B. Engineering Edonis Super Car by Jean Marc Borel

The Edonis cannot be described as a beautiful car, but it certainly eye catching. Its angular, complicated lines crash awkwardly together in a chaotic fashion, this trend is evident from almost every angle. The headlights give the impression of tiredness, or even depression.
The Edonis supercar is a creation of B. Engineering, a company run by Jean Marc Borel. The Edonis was intended as a demonstration of the design and prototype abilities of his company. The B. Engineering Edonis is a genuine supercar with a 0-60 time under 4 seconds, and a maximum speed of 225 mph.

B. Engineering Edonis Super Car by Jean Marc Borel

The Edonis has little to be sad about. Twin turbochargers feed a 3.7 litre V-12 engine to create a whopping 680 bhp at 8,000 rpm. All this power is run through a six-speed manual gearbox.
Using a monocoque built from carbon fiber the Edonis is very strong and light. All the cosmetic exterior body panels are aluminum. To reduce weight further aluminum brake calipers are used.
To save even more space and weight the Edonis rides on Michelin PAX run-flat tires, this means a spare wheel is surplus to requirement.

Nissan GT-R race car prototype: Spy shots: FIA-GT1

Just when you think there’s nothing more to see or read about Nissan’s GT-R supercar, images of a mysterious prototype start to crop up on the internet. The latest shot depicts a car with several features you would normally find on a GT style race car, leading to speculation that Nissan is planning to take its GT-R into the international motorsports arena.

According to Japan’s Auto Sport magazine, where this image was sourced, Nissan is planning an assault on the FIA-GT1 series or possibly Le Mans endurance racing.

While Nissan is yet to reveal any specs for the race car, or even confirm its existence, it is expected to feature a Nismo bodykit, GT-style wing, plastic windows, uprated brakes and tires, and a vented bonnet. The car is also rumored to be running a naturally-aspirated 4.5L VK45DE V8 engine instead of the production model’s twin-turbo 3.8L V6. The V8 mill is the same unit used by Nissan for its SuperGT race car.

Other details include a rumored ¥65,000,000 ($720,000) asking price, a kerb weight of just 2,976lbs (the production model weighs 3,792lbs), and a power output of 592hp (442kW) and 506lb-ft (685Nm) of torque.

One of the benefits of Nissan competing in motorsports with its GT-R is the introduction of street-legal homologation special. For its latest R35 GT-R, Nissan is once again expected to revive the LM badge for a detuned version of its GT-R race car, but like previous generations it will be very exclusive. Production is tipped to be limited to just 300 units and pricing could go as high as ¥18,000,000 ($200,000).

Nissan GT-R race car prototype: Spy shots: FIA-GT1

Just when you think there’s nothing more to see or read about Nissan’s GT-R supercar, images of a mysterious prototype start to crop up on the internet. The latest shot depicts a car with several features you would normally find on a GT style race car, leading to speculation that Nissan is planning to take its GT-R into the international motorsports arena.

According to Japan’s Auto Sport magazine, where this image was sourced, Nissan is planning an assault on the FIA-GT1 series or possibly Le Mans endurance racing.

While Nissan is yet to reveal any specs for the race car, or even confirm its existence, it is expected to feature a Nismo bodykit, GT-style wing, plastic windows, uprated brakes and tires, and a vented bonnet. The car is also rumored to be running a naturally-aspirated 4.5L VK45DE V8 engine instead of the production model’s twin-turbo 3.8L V6. The V8 mill is the same unit used by Nissan for its SuperGT race car.

Other details include a rumored ¥65,000,000 ($720,000) asking price, a kerb weight of just 2,976lbs (the production model weighs 3,792lbs), and a power output of 592hp (442kW) and 506lb-ft (685Nm) of torque.

One of the benefits of Nissan competing in motorsports with its GT-R is the introduction of street-legal homologation special. For its latest R35 GT-R, Nissan is once again expected to revive the LM badge for a detuned version of its GT-R race car, but like previous generations it will be very exclusive. Production is tipped to be limited to just 300 units and pricing could go as high as ¥18,000,000 ($200,000).

Fat & Furious - Twin-Turbo Nissan 350Z

When it comes to turning heads few cars on the road are the equal of the Nissan 350Z. It may be the car's roots in JGTC racing or simply its low-slung, highly appealing shape. No matter the reason, the Z has been an enthusiastic body tuning participant from the beginning. So when we heard the first-ever VeilSide wide-bodied 350Z was coming together we lined up a photo shoot especially for our special body kit issue.

VeilSide is known for its leading-edge design characteristics and precision manufacturing. The brainchild of Yokomaku Hiranao, the company name is taken directly from Yokomaku's name, "maku" meaning Veil and "yoko" meaning Side. VeilSide was established in 1990 and at its first Tokyo Auto Salon in 1991 took home the first of many awards of recognition.

VeilSide really hit it big time at the 1994 Auto Salon when its Combat Kit for the Toyota Supra made a ground-shaking debut. The original Combat kit spawned others in the line-up as well as new line-ups of styling kits. As the number of applications grew so did the VeilSide legend.
One year at the Auto Salon VeilSide went crazy and filled an entire row with wild looking cars ... the same car with insane body transformations. It took peering in the cockpits and seeing the gauge clusters before we realized all the cars in the row were Supras. Therein lies another of the company's strengths. They don't just make one kit for every application. If a particular car inspires multiple looks, Veilside will make multiple kits.

Such is the case with Bill Chen's seductive Nissan 350Z. The car's wicked stance is enhanced with a VeilSide Combat Version 3 widebody kit. The VeilSide parts include an aggressive front bumper, widebody fender flares, rocker skirts, a rear bumper, a trick hood and carbon fiber wing. Heck, the only surfaces left untouched are the roof and the trunk. The installation of the kit and application of the car's gleaming red paint was handled by 20/20 Autobody.

The widebody look has trickled down from racing where wider bodies mean wider tires and more mechanical grip. To this end Chen's Z boasts gargantuan 20x9.5s up front and mind-blowing 20x13s out back. The weapon of choice: Work Meister S1s, each wrapped in sticky, low-profile Continental rubber. The remainder of the car's footwork consists of Tein Flex coil-overs with EDFC, which allows cockpit adjustment of dampening on the fly and a Brembo front brake upgrade flexing 14.3-inch lightweight rotors and big-bore calipers.
With meaty 13-inch wide wheels and a correspondingly massive contact patch Chen's next goal was to make 'em chirp in third gear. Answering the call is a GReddy twin-turbo kit. Chen started with the basic kit and intercooler upgrade but elected to mix it up with twin TiAL wastegates, an HKS SSQV blow-off valve, twin Helix straight pipes and an HKS F-CON V Pro for tuning.
On the fueling side of the equation we find a pair of Walbro 255 lph pumps feeding six RC Engineering 440cc injections via an HKS rail. The installation of the hard parts and the tuning of the F-CON V Pro was performed bySP Engineering.

On the dyno the boosted VQ35DE pumped out 425 whp and 384 lb-ft of torque at a conservative 16 psi. It seems that 425 is a healthy number; good power and acceptable stress levels on the V6's stock internals.

The Combat-kitted Nissan is a leisure car taken out on fair-weather weekends and for special occasions. Imagine leashing up a T-Rex and taking it for a walk in the local dog park and you get an idea of what weekend drives in the country must be like for Chen. Yep, with its dominating widebody-enhanced stance, 20-inch meats and turbo induction even the pit bulls cower, whimper and scurry away.

More info visit link below:

http://www.turbomagazine.com/features/0509_twin_turbo_nissan_350z/photo_07.htm

Fat & Furious - Twin-Turbo Nissan 350Z

When it comes to turning heads few cars on the road are the equal of the Nissan 350Z. It may be the car's roots in JGTC racing or simply its low-slung, highly appealing shape. No matter the reason, the Z has been an enthusiastic body tuning participant from the beginning. So when we heard the first-ever VeilSide wide-bodied 350Z was coming together we lined up a photo shoot especially for our special body kit issue.

VeilSide is known for its leading-edge design characteristics and precision manufacturing. The brainchild of Yokomaku Hiranao, the company name is taken directly from Yokomaku's name, "maku" meaning Veil and "yoko" meaning Side. VeilSide was established in 1990 and at its first Tokyo Auto Salon in 1991 took home the first of many awards of recognition.

VeilSide really hit it big time at the 1994 Auto Salon when its Combat Kit for the Toyota Supra made a ground-shaking debut. The original Combat kit spawned others in the line-up as well as new line-ups of styling kits. As the number of applications grew so did the VeilSide legend.
One year at the Auto Salon VeilSide went crazy and filled an entire row with wild looking cars ... the same car with insane body transformations. It took peering in the cockpits and seeing the gauge clusters before we realized all the cars in the row were Supras. Therein lies another of the company's strengths. They don't just make one kit for every application. If a particular car inspires multiple looks, Veilside will make multiple kits.

Such is the case with Bill Chen's seductive Nissan 350Z. The car's wicked stance is enhanced with a VeilSide Combat Version 3 widebody kit. The VeilSide parts include an aggressive front bumper, widebody fender flares, rocker skirts, a rear bumper, a trick hood and carbon fiber wing. Heck, the only surfaces left untouched are the roof and the trunk. The installation of the kit and application of the car's gleaming red paint was handled by 20/20 Autobody.

The widebody look has trickled down from racing where wider bodies mean wider tires and more mechanical grip. To this end Chen's Z boasts gargantuan 20x9.5s up front and mind-blowing 20x13s out back. The weapon of choice: Work Meister S1s, each wrapped in sticky, low-profile Continental rubber. The remainder of the car's footwork consists of Tein Flex coil-overs with EDFC, which allows cockpit adjustment of dampening on the fly and a Brembo front brake upgrade flexing 14.3-inch lightweight rotors and big-bore calipers.
With meaty 13-inch wide wheels and a correspondingly massive contact patch Chen's next goal was to make 'em chirp in third gear. Answering the call is a GReddy twin-turbo kit. Chen started with the basic kit and intercooler upgrade but elected to mix it up with twin TiAL wastegates, an HKS SSQV blow-off valve, twin Helix straight pipes and an HKS F-CON V Pro for tuning.
On the fueling side of the equation we find a pair of Walbro 255 lph pumps feeding six RC Engineering 440cc injections via an HKS rail. The installation of the hard parts and the tuning of the F-CON V Pro was performed bySP Engineering.

On the dyno the boosted VQ35DE pumped out 425 whp and 384 lb-ft of torque at a conservative 16 psi. It seems that 425 is a healthy number; good power and acceptable stress levels on the V6's stock internals.

The Combat-kitted Nissan is a leisure car taken out on fair-weather weekends and for special occasions. Imagine leashing up a T-Rex and taking it for a walk in the local dog park and you get an idea of what weekend drives in the country must be like for Chen. Yep, with its dominating widebody-enhanced stance, 20-inch meats and turbo induction even the pit bulls cower, whimper and scurry away.

More info visit link below:

http://www.turbomagazine.com/features/0509_twin_turbo_nissan_350z/photo_07.htm