Bugatti Veyron SS hits 267mph

Auto Advance | Bugatti Veyron SS hits 267mph | The Bugatti Veyron  SuperSport has set a new production car land speed record, hitting 267mph at VW's Ehra-Lessien proving ground. 267mph. Well, 267.91mph to be precise, or 431.072km/h, thrashing the 256.23mph set by the SSC Ultimate Aero in Nevada in 2007.

You don't need us to tell you this, but that is obscenely, absurdly fast. To set the production speed record is impressive. To smash it by 11mph is astonishing.

Then again, the Veyron SuperSport is an astonishing car. Effectively the final iteration of the Veyron, it shares the same 8.0-litre, 16-cylinder engine, but with larger turbos and bigger intercoolers to push power to 1,183bhp, a jump of 196bhp. Torque increases from 921lb ft to 1106lb ft.

It's lighter than the standard Veyron, too: that black'n'orange skin is constructed solely from carbon fibre, saving around 50kg. The Super Sport gets stiffer suspension, aiding high-speed stability and allowing lateral acceleration of 1.4g. Good work if you've spotted the new NACA ducts and reworked double diffuser.

The Super Sport will hit 62mph in the same 2.5 seconds as the standard Veyron (and never was such an adjective less appropriate), but its 0-124mph and 0-186mph times are reduced to 7.3 seconds and 15.0 seconds. 124mph in just over seven seconds. Yowch.

On the Ehra-Lessien test track, the Super Sports hit 427.933km/h (265.96mph) on its upwind run, before reaching 434.211km/h (269.86mph) on the return leg.

"We took it that we would reach an average value of 425km/h, but the conditions were perfect and allowed even more," Bugatti chief engineer Dr Wolfgang Schreiber said after.

Now, we wouldn't want to give anything away, but you know how Auto Advance has always been pretty intimately involved with high-speed runs in the Veyron? Remember, for example, James's blast to 253mph in Series 9? Auto Advance

2011 BMW M6 Review

Auto Advance | 2011 BMW M6 Review | 2011 BMW 6-series is expected that some changes in the design. It is not like the design changes applied only to the M6, is expected to transfer and remain unchanged in the new year, and we cut as convertible body styles. Expect to see the new year vehicles in the showroom in the middle of 2010.

Specifications

    * Current prices prices for cars and $ 102,350 for the $ 94,160 bill for basic vehicle MSRP should not be out for next year
    * Fuel consumption: current consumption of gasoline city/22 mpg 15 mph highway should remain unchanged
    * Engine: 5.0 liter, 507 hp V10
    * Acceleration: 0-60 km / h in about 4.6 seconds
    * The safety features of car: ABS brakes, stability control, front side airbags, side airbags (coupe), front and rear parking sensors, turning Hoops (Convertible)
    * Suspension: Sport suspension with shock absorbers front and multilink rear suspension
    * Warranty: four-year/50, 000 mile basic warranty and transmission, twelve-year warranty against corrosion, breaking four years four-year/50, 000 mile warranty maintenance

Exterior

2011 BMW M6 appearance should remain unchanged for the coming year, but there may be some changes to the packages of options. The M6 Coupe and convertible. The style of the M6 is a luxury coupe, but the interior is an outstanding performer. M6 2011 should come with xenon adaptive headlights. The cut should be a carbon fiber roof.

Interior

The new BMW M6 will see some changes for the new year, although some modifications may be changed in options. The interior of the BMW M6 2011 probably leather sport seats with power adjustment and memory for the driver and heat, Bluetooth, heated front seats, dual-zone automatic control of temperature, iDrive interface, newly revised with navigation hard drive integrated real-time traffic and a Harman Kardon audio system. Convertible bonds have a soft top. may be satellite and HD radio, iPod integration, and keyless entry options, or they can opt for the standard model of the new year.

The front seats of the BMW M6 are comfortable and equipped with generous head and leg room for most people. The adjustment of the rear bench seat two, but there is not much head and legs. There is an average height of the trunk for the class.

Performance

2011 BMW M6 was built to be a performance vehicle. It has quick acceleration and heavy braking. The gearbox seven-speed SMG is automatically described by some as jerky. A six-speed manual transmission is optional at no extra cost.
Compares to Other Luxury Sports Cars

There are few cars to compare with the current and the BMW M6 M6 2011 is likely to have the same competitive conditions. There was not any new BMW M6 2011 is for road tests, but the new model is expected to compete with these vehicles:

    * Mercedes-Benz CL63 AMG
    * BMW M5

The BMW M5 is expected to go on sale late 2010 should see a new design, and reduce costs. If you do not want, or want an M6 models, they should get to mew the dealer in the middle of 2010. Auto Advance

David Beckham Buys 2011 Chevrolet Camaro

Auto Advance | David Beckham Buys 2011 Chevrolet Camaro | Soccer star David Beckham recently picked up a new car to add to his ever-growing fleet.

And just what did the British national take home?

Why, a custom-painted 2011 Camaro, of course.

Forget British Racing Green--this Camaro has a custom matte black paint job. Other details, such as engine and transmission choice, aren't clear, but reports indicate that Beckham paid $55,000 for the car, which means it's likely an SS, although it could just be a really tricked-out RS.

Either way, it appears that one of the Old Empire's style icons has gone native during his time with the Los Angeles Galaxy. Auto Advance

Audi R8 Review

Auto Advance | Audi R8 Review | There I was, having fun, when nature called. Somewhere southeast of Stuttgart, I took the wrong exit and found myself outside the gates of Audi’s Neckarsulm factory. A large sign proclaimed the brutally Bauhaus industrial complex ground zero for the German automaker’s R8 supercar. I was immediately convinced I was destined to park one in my garage. Of course, by then I’d been chasing R8 ownership for over three years. So, do good things come to those who wait?

Flash forward to Vegas. I'm looking at a row of carefully prepped aluminum-bodied R8’s shimmering in the desert heat, hunched low to the ground, looking distinctly sinister in the winter sun. The German coupe’s over-sized mal occhi stare out from a shape not entirely unlike a Ferrari F430, though obscured by all manner of bulges, strakes and intakes.

The R8’s “blades”– contrasting colored bands bisecting the R8’s profile like enormous pieces of duct tape– look just as jarring in real life as they do in the pictures. But the car’s back end is a thing of beauty; a synthesis of Italianate style and Germanic precision projecting pure power.

The R8’s interior shares too much family resemblance with the upcoming TT for my tastes, from its door pulls to the undersized sat nav screen to the dreaded Multi-Media Interruption device. Despite the haptic heaven– buttery leather, textured aluminum, carbon fiber accents, plush Alcantara– it’s a bit like sitting inside a Halliburton Zero.

Thanks to the R8’s panoramic front windshield, at least it feels like a BIG briefcase. For a mid-engined sports car, rearward visibility is better than expected– somewhere between horrendous and really bad. Backup sensors and camera come standard. Much obliged.   

The 3439 lbs. R8 holsters Audi’s 4.2-liter FSI V8, good for 420 horsepower and 317 lb.-ft. of torque. To help well-heeled potential customers do the math, Audi’s product specialists laid out a 200 mile route through Nevada’s Valley of Fire, and provided access to the Las Vegas Raceway.

On the open road, the R8 is a serene machine. Despite low gearing, road and engine noise levels are subdued enough for the daily drudge. My tester was afflicted with a few squeaks and rattles; an indication of early build problems or journalists’ ability to abuse Audi’s horsepitality. Anyway, over any road surface, the R8’s ride quality is superb, even without the optional 'Audi magnetic ride' adaptive damper system.

When pressing on, the R8's exhaust note morphs from metallic rasp to barrel chested roar to banshee wail. The endless mechanical aria is a welcome alternative to the standard-issue sound system, which is no better than an A4’s ICE. And while we’re here, the R8’s armrests are poorly positioned for long term comfort and the cupholders are useless.

The Lamborghini Gallardo donated its paddle shift transmission to the R8. At low speeds, smooth shifts are fast unmöglich. While Audi's R-tronic system isn’t as bad as BMW’s SMG cog swapper (what is?), it's nowhere near as agreeable as Audi’s world class DSG. To make matters worse, the R8’s paddles are too small and made of nasty ass plastic. I briefly drove the six speed manual version and prefer it for extended civilian jaunts.

Cruisers note: storage space is notable by its absence. Audi will sell you a gorgeous seven piece set of fitted luggage for around 5000 Euros (which is nicer than anything else inside the car). But hey; long distance love isn’t the R8’s main mission.

The track is the R8’s true métier. Zero to sixty in 4.2 seconds says this sucker moves. Equally important, the coupe changes direction with sufficient panache to elicit a gleeful cackle from the most jaded track addict. Even with the ESP traction control disengaged, getting the Quattro-equipped mid-engined motor’s back end out of line is almost as hard as trying not to.

Too much speed in a corner? Back off the throttle and the nose tucks neatly into line. Composure through long sweepers at speeds at 100+ mph is equally exemplary. And the R8’s binders are phenomenal: an endlessly reassuring combination of power, feedback and measured modulation.

On the Vegas circuit, max attack e-gear shifts were swift yet smooth. Unfortunately, Audi put the e-gear indicator into the witness protection program. Even so, flogging the R8 around a track– and then driving it home– could become its new owner’s new favorite pastime.

The R8’s handlers claimed the R8 opens a new automotive segment: affordable exotica. Yes, well, as quick and conscientious as the car is, the R8 struggles to surpass the dynamic benchmark set by the similarly priced Porsche 911 Turbo.

While the rear-engined German is faster than the R8, the visually malevolent Audi definitely possess the X factor needed to present a suitable alternative to the Daddy of All Daily Supercars. In time, the battle lines will draw closer. Call me a speed-crazed fashion victim, but I can’t wait. Auto Advance