Wednesday, December 29, 2010

GMC Envoy 2010 Wallpapers , Review &Specifications






GMC Envoy 2010  Wallpapers
Press Release: • Bluetooth connectivity for hands-free phone calls
• Three new exterior colors: Sand Beige Metallic, Quicksilver Metallic and Silver-Green Metallic
Changes to the 2009 GMC Envoy and Envoy Denali models are few, but customers will appreciate the new Bluetooth wireless capability for safer, hands-free phone calls. It is available with Envoy’s OnStar 8.0 system.
Also new for ’09 are three exterior colors: Sand Beige Metallic, Quicksilver Metallic and Silver-Green Metallic. They replace Medium Brown Metallic, Liquid Silver Metallic and Silver Mist Metallic, respectively.
Envoy lineup
Envoy and Envoy Denali have a roomy, midsize package that rides on a 113-inch wheelbase (2,869 mm). There is 80.1 cubic feet (2,268 L) of cargo space when the rear seat is folded. Both models are available in 2WD and Autotrac 4WD models.
Available in SLE and SLT trims, Envoy standard features include air conditioning, dual-zone climate control, XM Satellite Radio, power locks and windows, and remote keyless entry; leather seating is standard on SLT. Amenities such as adjustable pedals, assist steps, a sunroof, Bose premium sound, rear-seat DVD entertainment system and touchscreen navigation are also available.
Envoy Denali takes GMC’s midsize SUV platform to the pinnacle of comfort and style, with specific design cues – including the iconic chrome grille – standard 18-inch wheels and tires and a host of standard amenities.

Powertrain details
The flagship Envoy Denali has a powerful, all-aluminum Vortec 5.3L V-8. It delivers 300 horsepower (224 kW)* and 321 lb.-ft. of torque (435 Nm),* across a broad torque range. The result is segment-leading standard towing capability – up to 6,600 pounds (2,994 kg) with 2WD models.
The Vortec 5.3L engine has GM’s fuel-saving Active Fuel Management technology, which enables fuel economy gains up to 5 percent in certain light-load driving conditions by reducing the number of cylinders engaged in the combustion process. A sophisticated, next-generation engine controller determines when to deactivate cylinders, allowing the engine to maintain vehicle speed in lighter-load conditions – such as highway cruising. When the cylinders are deactivated, the engine effectively operates as a V-4, with alternate cylinders on each cylinder bank disabled. The engine seamlessly returns to V-8 mode the instant the controller determines the vehicle speed or load requires additional power.
The standard engine on Envoy is the award-winning Vortec 4.2L 24-valve, dual-overhead-cam inline six-cylinder engine. It is rated at 285 horsepower (213 kW)* and 276 lb-ft. (374 Nm)* of torque, and provides the muscular yet smooth performance of many V-8 engines with the fuel efficiency of a six-cylinder.
Both engines feature new regulated voltage control, which enhances fuel economy by reducing the load on the engine required to drive the alternator in certain conditions. The engines are coupled to the rugged Hydra-Matic 4L60 electronically controlled four-speed transmission.
Chassis and suspension
The Envoy lineup is built on a robust, perimeter-frame foundation that enhances its capabilities. A twin A-arm suspension is in the front, with a thick stabilizer bar to minimize body roll. The rear suspension features a solid axle with five-link location, with a stabilizer bar.
A long, 113-inch (2,869 mm) wheelbase stretches between the Envoy’s wheels, giving it a smooth ride, particularly over choppy pavement or unpaved roads. A rack-and-pinion steering system responds quickly to driver inputs and delivers good feedback.
The standard StabiliTrak electronic stability control system and integrated traction control system enhance handling control. Large, low-drag front disc/rear drum brakes with standard ABS provide confident stopping power.
The Envoy Denali has a standard, air-adjustable load-leveling suspension system – including onboard air compressor and inflator kit – and locking rear differential. The locking axle is also available on SLE and SLT models.
Standard 17-inch wheels and tires come with Envoy SLE with 18-inch rolling stock on SLT and Envoy Denali. Twenty-inch, six-spoke polished aluminum wheels are available on Denali 2WD models.
Safety features
Head curtain side air bags are standard on all models.They inflate from the roof rail between the A-pillar and side window header; the air bag is designed to deploy in certain moderate to severe side impacts, to help provide protection for front- and second-row outboard passengers.
The head curtain side air bags feature an integral rollover protection sensing system that helps protect occupants in a rollover event by triggering both the side curtain air bags and safety belt pretensioners. The rollover-sensing module, on the center tunnel under the rear seat, uses a complex algorithm based on lateral and vertical accelerations, roll rate and vehicle speed to determine whether to deploy the safety systems.
StabiliTrak electronic stability control system and GM’s tire pressure monitoring system are also standard on all models. StabiliTrak helps drivers maintain control during sudden maneuvers or low traction conditions by using a comprehensive series of sensors to measure acceleration, deceleration, steering angle and yaw rate. By monitoring these inputs, the system automatically controls the vehicle to help maintain the driver’s intended path when a measurable deviation from the intended course is detected. The system maintains control by regulating vehicle acceleration or applying the brakes at any wheel.
Additional Envoy safety features include:
Three-point safety belts in all seating positions
• Dual-stage frontal air bags
• GM’s passenger sensing system (PSS)
• Push-pull power window switches
• LATCH (Lower Anchors and Tethers for CHildren) system for child safety seats
• Enhanced passenger seat belt reminder system
• Low-drag brakes
All models feature OnStar 8.0 that includes Advanced Crash Response System, making crash data available to 911 centers to potentially dispatch the appropriate life-saving personnel and equipment to crash scenes faster. AACN does not require air bag deployment.
Envoy and Envoy Denali are covered by GM’s five-year/100,000-mile powertrain warranty and three years/36,000 miles for non-powertrain components – the best coverage in America.
Price this car:
MSRP: $30,625-38,670
Invoice: $35,133
Source: GMC Press Release

                                    GMC Envoy 2010  Wallpapers
    GMC Envoy
    GMC Envoy
GMC Envoy 2010  Wallpapers
GMC Envoy 2010  Wallpapers
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Friday, December 24, 2010

Suzuki Alto Car Review ,Specifications &Wallpapers

Suzuki Alto Car

New Suzuki Alto

                 Suzuki Alto Car Review & Speed Test Video

 TO SEE More Fastest Car Videos Click

The Alto is Suzuki’s new city car aimed at people looking for a compact stylish car giving fun and excitement but losing none of the practicality.

Suzuki Alto Car Design
It’s eye-catching curvaceous style not only gives it lots of character but also great aerodynamics. Little touches like the streamlined door mirrors help reduce drag which lowers fuel consumption and CO2 emissions. The new Suzuki Alto also has a body which is strong but lightweight helping the manual transmission version achieve 64.2 mpg on the combined cycle with only 103 g/km CO2 emissions making it qualify for the £35 road tax band.

Suzuki Alto Car

Inside, eveything is designed to be both easy to reach and operate. The CD tuner has MP3 compatibility with iPod connectivity. There’s also handy storage compartments for your CDs, keys and drinks. The SZ4 also has a tachometer for that sporty touch.  In addition, there’s room for four adults plus their shopping with the new Suzuki Alto’s 129 litre boot space.



Suzuki Alto Colours

The new Suzuki Alto is available in nine eye-catching colours: Bright Red and White are the standard solid colours with Fortune Rose, Paradise Blue, Desert Brown, Healing Green, Silky Silver, Midnight Black and Azure Grey metallics.

Suzuki Alto Specification

The new Suzuki Alto is available in three versions with either a manual or automatic transmission:-
The standard Suzuki Alto SZ2 model features:-
  • 5 doors as standard;
  • Electric front windows;
  • 12v interior accessory socket;
  • Power steering;
  • Tilt-adjustable steering wheel;
  • Low fuel warning lamp;
  • Lights-on and key-in reminder;
  • Driver’s seat belt warning lamp and alarm;
  • Door ajar warning lamp;
  • ABS with EBD function;
  • Driver and passenger front airbags;
  • Side airbags (incorporated into the front seats);
  • 2 ISOFIX child seat anchorages;
  • 2 child seat tether anchorages;
  • Childproof rear door locks;
  • Storage pockets in front and rear doors;
  • Luggage area cover;
  • Immobiliser;
  • Remote central locking;
  • 14″ Steel wheels with full wheel covers;
  • 3-Spoke steering wheel;
  • MP3/WMA compatible CD tuner with 2 speakers.
The Suzuki Alto SZ3 model is as above plus:-
  • Manual air-conditioning;
  • Pollen filter.
The Suzuki Alto SZ4 also adds:-
  • Rear seat with 50/50 split folding bench;
  • ESP electronic stability programme;
  • Curtain airbags;
  • Front fog lamps;
  • Body coloured exterior door handles and mirrors;
  • 14″ alloy wheels.

Suzuki Alto Technical Data

Engine
The new Suzuki Alto comes with a Euro 5 compliant, 996 cc 68 PS (at 6,000 rpm) petrol engine with 90 NM of torque at 3,400 rpm.
Transmission
The new Suzuki Alto is available in a 5 speed manual or 4 speed automatic transmission.
Dimensions
Overall length 3,500 mm
Overall width 1,600 mm
Overall height 1,470 mm
Wheelbase 2,360 mm
Minimum turning circle 9.0 m
Seating capacity 4
Luggage capacity seatback raised 129l seatback folded 367 l

Weights
Kerb weight 885kg (man) 910kg (auto)
Gross weight 1250 kg

Performance
Maximum speed 96 mph (man) 93 mph (auto)
0-62 mph 13.5 seconds (man) 17.0 seconds (auto)

Fuel Consumption and CO2 Emissions
Fuel tank capacity 35 litres
CO2 emissions g/km 103 (man) 122 (auto)
Urban cycle - 51.4 mpg (man) 42.1 mpg (auto)
Extra-urban cycle - 74.3 mpg (man) 62.8 (auto)
Combined - 64.2 mpg (man) 54.3 mpg (auto)

                                                                            Suzuki Alto Car wallpapers

Suzuki Alto Car
Suzuki Alto Car



Suzuki Alto Car
Suzuki Alto Car
Suzuki Alto Car

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Twin-Turbo-Corvette-Z06 Car Review & wallpapers

Twin-Turbo-Corvette-Z06
Twin-Turbo-Corvette-Z06
Twin-Turbo-Corvette-Z06
Twin-Turbo-Corvette-Z06
APS C6 Z06 Twin Turbo System Complete System
Twin-Turbo-Corvette-Z06
Since the first release of the Corvette, Chevrolet ignited the passion of performance enthusiasts who desired high performance, sharp handling and killer looks. The C6 Z06 has now taken the Corvette legend to new heights and has produced what is arguably the greatest 'Vette yet. Now, the perfect partnership has been formed to take the Z06 to a performance level that will have thoroughbred supercars running scared. Drawing on 30 years of turbocharging, supercharging, intercooling and engine management system design and production knowledge, APS has created the ultimate High Output System for the Corvette's 7.0L LS7 engine. Drawing on the man-years of APS engineering and testing efforts for the market leading APS C6, C5 and GTO Twin Turbo systems, APS raised the bar further still with the APS Twin Intercooled Twin Turbo System for the Z06. Lift the hood and the engine bay looks neat and purposeful - a quantum leap over any turbocharger or supercharger systems available today - a signature of APS workmanship. But great looks don't just stop there. At the business end under the engine bay is where all the action is. A straight forward bolt on totally engineered system that utilizes the latest in liquid cooled true ball bearing turbocharger technology.
Twin-Turbo-Corvette-Z06
Twin-Turbo-Corvette-Z06
Working in harmony, both GT3582R true ball bearing turbochargers deliver ballistic power with bullet proof turbocharger reliability - and with custom APS end housings, that ballistic power is delivered with extreme efficiency and in a super compact package that is ideally suited to the dynamics of the vehicle. Each liquid cooled turbocharger is directly coupled to the custom APS High Energy exhaust manifolds, cast in super tough high silicon/moly Iron for maximum durability and precision NC machined for leak free exhaust operation. High engine bay temperatures have always been the Achilles heel of forced induction engine performance. With each turbocharger tucked up under the chassis, heat is channelled away from the engine compartment for high engine durability and consistently high engine performance. With the APS Twin Turbo configuration, under bonnet air temperatures are a fraction of traditional turbocharger designs. In fact, for even greater peace of mind, the extreme duty APS engine oil cooling system included with the APS Intercooled Twin Turbo system adds yet another level of engine reliability. Two huge 44mm TIAL external wastegates deliver enhanced boost pressure stability under extremely high boost pressure conditions in addition to a great degree of boost pressure flexibility. For example, with a simple change of the wastegate spring specification, a variety of boost pressures can be set - from 5 psi all the way through to over 20 psi. A pair of huge, highly advanced, bar and plate intercoolers, deliver chilled air with a target pressure drop of less than 1.0 psi with intercooler outlet temperature less than 15°F over ambient, at any vehicle speed over 50mph. Truly outstanding results at such a huge horsepower level - and just like the APS turbochargers, the APS intercoolers have massive additional headroom available. Huge horsepower demands huge exhaust gas flow - and this is an area that APS Engineering has paid particular close attention - not only to the complex physical performance of the exhaust, but also precisely tuning the sound quality to the dynamics of the vehicle. The result is a superb mandrel formed and TIG welded 304 grade stainless steel twin 3" exhaust system that delivers a symphony of turbocharged sound and crisp turbocharger response - at any RPM. The fuel system is a critical part of any forced induction solution particularly at the high performance levels of the APS Intercooled Twin Turbo system for the C6 Z06 Corvette. Included in each APS Z06 TT system is a comprehensive APS Extreme Performance fuel system that employs twin in-tank fuel pumps to deliver a huge volume of fuel through highly robust Teflon lined stainless steel braided fuel lines to the APS billet alloy fuel rails. Best of all, the APS fuel system operates at rock steady constant differential fuel pressure that is balanced and boost referenced for the ultimate in fuel system performance.
Price:
$13,995.00
                                                    
                 Twin-Turbo-Corvette-Z06 Review & High Speed Testing

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Wednesday, December 22, 2010

Jaguar XJ220 Reviw

Jaguar XJ220
Jaguar XJ220
Jaguar XJ220
Did James Glickenhaus’ re-bodied Enzo (the Ferrari P4/5) not do it for you? It seems the Sultan of Brunei and his brother Prince Jefri were obsessive about their supercars. With a collection much more impressive than Jay Leno’s, they went nuts in the mid-90’s, secretly buying hundreds of supercars and having them custom appointed by the best. In the case of this recently discovered 1995 Jaguar XJ220, they had Pininfarina redesign the body and interior.
Jaguar%20XJ220%20Pininfarina Jaguar XJ220 Pininfarina
Jaguar XJ220

Noticeably better looking (in my opinion,) but it looks a bit like a smoothed-out Acura NSX (not that there’s anything wrong with that, of course.) You’ll notice the fixed headlights which replace the ugly pop-up lights help give the car a more aggressive stance. On a side note, I think all pop-up headlights should be abolished and replaced with the fixed beams. They look terrible when deployed, and destroy and good looks the car may have had when they were down, not to mention kill the aerodynamics.

Jaguar XJ220
Jaguar XJ220

Acura TSX Cars

Acura TSX Car
Acura TSX Car
Acura TSX Car
Acura TSX Car
Acura TSX Car
Acura TSX Car


Acura TSX Car
Acura has a good thing going in the luxury segment. Unlike Mercedes-Benz, BMW, and Audi – but like Lexus – Acura’s best selling car is not its entry-level model: Acura moves more TLs than anything else in its line-up. And unlike those other brands, Lexus included, all of Acura’s offerings carry five-star safety ratings from NHTSA, are rated as top safety picks by the IIHS, and the Automotive Lease Guide has declared that Acura offerings have the best resale value among luxury brands. Now, Honda’s premium division has grown by one with the addition of the TSX V6, and Autoblog was invited to find out if the new, more powerful sedan could keep the brand’s good thing going. Follow the jump to find out.
Shot with a Nikon D70 and Nikon 18-200 lens
The TSX V6 was engineered to fill the gap between the four-cylinder Acura TSX and the relatively new TL. With the latest TL having gone upmarket in several areas, Acura felt there was enough space between its entry and mid-market lines to offer a stepping stone between the two. But this wasn’t strictly about plopping a V6 into a TSX and adding some bigger digits after the dollar sign. According to officials, this car is about creating a more comprehensively sporting version of the TSX, yet one that wouldn’t trod on the bumper of the TL.
2010 Acura TSX V6
If you’re familiar with the 2009 TSX that was introduced last year, then you’re up-to-speed on the TSX V6′s exterior; there were essentially no changes made to the car beyond larger wheels, a V6 badge on the trunk and a different compound on the rear brakes. Even the dual tailpipes are the same size on both cars, and there are no interior changes – not one – to differentiate the four-pot from the sixer. Acura decided the V6′s buyers were looking for sport package identity, they simply wanted more power. So, as with the bionic man, this is an operation to be felt, not seen.But in Acura’s estimation, this is also a car meant to truly compete with the A4, 3 Series, and C-Class. The 2.4-liter four-cylinder in the base TSX has 201 horsepower and 170 lb-ft of torque, leaving it ten horses and 88 lb-ft down versus Audi’s 2.0-liter four. The 3.5-liter V6 in the TSX boosts its numbers to 280 hp and 254 lb-ft, giving it better outputs than the sixers in the Mercedes C350 and Audi A4 3.2, figures bested only by the BMW 335i – and it shades all of them by a hair in the fuel consumption stakes.
As stated, Acura didn’t do anything to the interior, but it still deserves mention. Overall, the inside offers a placid view and the designers have done a good job of providing visual variety. There are plenty of contrasting curves, overlaid with four different plastics treatments throughout and perforated leather inserts in the doors. It won’t grab you by the heart when you take a seat, but it ought to age well – a trait that seems too rare in the luxury segment. (something that would go some way toward explaining that resale value…)
The seats remain wide and comfy. Strikingly, compared to the skinny seatbacks becoming au courant among smaller luxury cars, the side of the seat is thicker than a brick wall. Rear legroom doesn’t appear to be compromised since it’s only the bolsters that create the bulk, but it did come as a surprise.
As for another detail of the interior: we appear to be alone in this, but the dash feels awash in buttons. The steering wheel has 11 buttons on it, seven of them multi-function. The center stack is a button convention with two multi-function knobs as special guests. We’re sure it wouldn’t take much to adapt and find our go-to buttons, but the initial cockpit survey leads us to think Airbus, not Acura.
Still, none of that is any deterrent to enjoying the car. Besides, in this league, it’s the driving that counts.
Acura’s assertion that this wasn’t just about more power but about creating a sportier car is backed up in every way. In our review of the four-cylinder TSX, the engine was said to be “sufficient, but still lacks real grunt,” and the car was described as doing “its job without much fuss, but never gets your adrenaline pumping.”
Not so in the TSX V6. Although the V6 model gains an additional 194 pounds, the additional horsepower and torque offsets the extra poundage. Lay on the gas from a stop in the base TSX and the car aspires to action. In the V6, you only get the action.
The new coil springs and damper settings fore and aft do a terrific job of keeping road harshness away from cabin occupants. They’re aided in the quest for cabin quietude by electronically controlled engine mounts and a feature only available on the V6: Active Sound Control (ASC), a noise cancellation system that filters out certain frequencies.
If you tell a group of automotive scribes that you’ve engineered a sedan for sporty performance and let them loose in twisties, they will, without fail, beat the bejeezus out of it to redline, smoking brakes and beyond, then compare it to the platonic ideal of a rear-drive BMW. Put through that tried-and-true test, the front-drive Acura fares well. Going hot and heavy into a hairpin will get you a serving of understeer and a flashing yellow triangle while the traction control works to keep the ship righted. But we were delighted to find that the flashing yellow light was the most intrusive part of the TC – no piercing whistles, no dominatrix-like clampdown on the brakes, no sudden wondering “Where did the power go?” It was always just enough to keep you going over the road and not over the cliff.
The electronic power steering returned decent feedback. Most importantly, we always knew where to put the wheel when planning a line, and corrections weren’t necessary when we laid the course. The suspension kept to its tasks just as well when flying as it did at town speeds, keeping all the wheels where they needed to be even as the car was squatting and flicking to stay in its lane. The brakes did get tired a bit early. They were fine all the way up and over the mountain, but there was a gradual yet noticeable fade while plugging through corners. Not surprisingly, when we exited the car, the tangy scent of hot brakes was heavy in the air.
However, few of this TSX’s drivers will ever belt this car like it’s a Belmont Stakes runner. And if you are looking for a ride to do your Crank imitation of Jason Statham… you shouldn’t be looking at a TSX anyhow.
Back here on Earth, and off the Hollywood set, the TSX V6 comes good with just about everything you’d want from it. The drive-by-wire throttle that feels like instant-on acceleration at low speeds loosens up nicely on the trot. The five-speed automatic (no manual option on this car) knows its gears and isn’t afraid to kick down, and the extra power pulls the TSX nicely out of apexes. Even though there’s a manual shifting mode with paddles on the steering wheel, we barely used it and rarely called on peak horsepower. The latter doesn’t come on until 6,200 rpm, just 700 rpm shy of the redline, and at that height, even the ASC can’t keep the cabin from becoming vociferous.
The grabby brakes loosen up as well – which is as much down to fade as anything else when it’s really hard going. But maintain a rhythm, don’t stab at the stoppers like a serial killer, and they’ll serve you well.
In short: drive this car like it’s a TSX with more power and better dynamics – not like it’s a Lotus Elise – and you’ll get a fabulously put together package that comes standard with a bucket of kit. If you want a TSX with more power, you’ve got that and more with this model. And if you’re looking for an Acura that handles enthusiastically enough to seriously play on the same pitch as the three gatekeepers of the entry-level premium segment (3, C, and A), here you are. And you’ll get it for less coin than those other cars: base base MSRP is $34,850 plus $810 destination and, if you’re game, $3,100 for the Technology Package. That money will also save you money: you’ll get better gas mileage than those other cars as well.

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