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Porsche Reveails New 911 GT3
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2011 Porsche 911
MSRP: $77,800 – $172,100
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Body Style: Convertible, Coupe
Sum Up: N/A
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Although long rumored, Porsche has officially revealed plans to introduce an ultra-high-performance version of its 911 Carrera Coupe sports car to the world market in the spring of 2003. The new model, named the 911 GT3, represents the most powerful non-turbocharged Porsche ever offered for street use in the United States and Canada.
Based on the previous 911 GT3 that was not available in North America, the 2003 Porsche 911 GT3 features a 3.6-liter, flat-six cylinder engine producing 380 horsepower (SAE) and 285 pound-feet of torque. With a power output of an impressive 105 horsepower per liter, the engine propels the 911 GT3 from 0 to 60 mph in a claimed 4.3 seconds, from 0 to 100 mph in 9.4 seconds, and to a top track speed of 190 mph. To handle this increased performance, the 911 GT3′s transmission is fitted with transmission oil cooling and injection oil lubrication and has undergone some additional reinforcements. The most striking visual feature of the new 911 GT3 is its unique rear wing that is largely responsible for excellent directional stability at high speeds and increased downforce for fast corning. Combining a redesigned front apron, the GT3 achieves an slippery 0.30 Cd drag coefficient.The GT3′s handling is further enhanced by a sports suspension, wider and lighter wheels, and wider tires. Front wheels are 8-1/2 inches wide fitted with 235/40 ZR 18 tires, and rear wheels are 11 inches wide with 295/30 ZR 18 tires.Brakes on the GT3 have been improved as well. Front brakes now feature six-piston, rather than the previous four-piston monobloc brake calipers and larger discs fitted with Porsche-patented cooling ducts. The ABS brake system was also modified. The new system (ABS 5.7) has a faster and more sensitive control response. It is also lightweight and provides greater stability for ABS braking. Porsche Ceramic Composite Brake (PCCB) discs, standard on the 911 GT2, can be fitted on request.Priced at $99,900 in the United States, the 2003 Porsche 911 GT3 will be in North American Porsche dealerships in May 2003.
How to Paint and Clear Coat your Car
How to Paint a Car
If you have ever painted a vehicle before, you will have no problem with this project.
If this is your first paint job, just makes sure your read all of the instructions on your varnishes and take your time; you will do just fine.
Before you begin this job, make sure that you are familiar with the airbrush equipment; there is a lot of preparation work to be done first, but when it comes time to apply the paint you do want to make sure you are comfortable with the equipment and its operation.
Difficulty Level: Difficult
Make sure to read all the directions on the products you buy for this project. Make sure they are exactly what you need.
Things you’ll need for this project:
Airbrush equipment
Air compressor
Masking tape
Old newspapers
Hand and electrical sander with fine, medium, and coarse sand papers; if the old paint on the car is in moderate condition, a 360 grit sandpaper will work fine
Putty knife
Primer
Base coat color paint
Bucket of clean water
Clear coat paint
Electric buffer
Buffing compound
Step 1:
Set up for your preparations somewhere outside. You will need to have a lot of maneuverability around the car to reach those hard-to-reach places; also, make sure you are in a place that can be easily cleaned, as you will be leaving a mess behind.
Begin by stripping the car of the old paint. Use a small putty knife to chip off large strips; brand new straight razor blades can also be used to pry difficult spots off the body.
Be careful not to gouge into the metal of the vehicle, as any and all dents and dings will be blatantly obvious when you are finished painting; by then it will be too late to fix them. Strip away as much as you can with the putty knife and razor blade; you should see bare metal when you are finished.
Once you have all of the large areas scraped clean, follow up with the sandpaper. Test your assortment to find out which is the most effective; the best sandpaper for any given area will change depending on where on the car you are working at.
When you are finished the surface should all be bare metal.
Step 2:
Move the car indoors; somewhere that there is still enough room to maneuver around the car as you work, and somewhere clean enough that there will not be any flying dust or debris in the air, because any and everything sticks to wet paint; with that said, also make sure that you have proper ventilation while you work.
Wearing a breathing apparatus and proper filtration masks must be used to ensure your safety while painting. Make sure that any other exposed surfaces in the area are covered with drop cloths to prevent them from becoming coated with over spray.
Step 3:
Using the masking tape and newspapers, completely cover all windows, outside mirrors, headlights, tail lights, and turn signal covers that you don’t want to paint. Using the tape, cover any and all chrome or aluminum trimmings that you don’t want painted. The only thing left exposed should be the bare metal that you want to paint.
Step 4:
Mix your primer into your airbrush gun following the manufacturer’s instructions. When ready, begin working in sections about a foot long, covering all of the exposed metal in even, steady strokes. Consult your manufacturer’s directions as to how long the primer needs to be left undisturbed to dry. Clean out your painting equipment thoroughly and allow it to dry while you are waiting for the primer.
Step 5:
Mix your base paint into your airbrush gun following the manufacturer’s instructions. When ready, as with the primer coat, begin working in sections about a foot long. Holding the gun about 6”-10” away from the body, begin applying the paint in even, steady strokes.
Make sure that your passes overlap to avoid seaming; you should come about halfway back and pass over a previous area before moving forward. Think, “Two steps back, one step forward” as you work.
Again, refer to the paint manufacturer’s directions in regards to drying time. As before, clean out your airbrush equipment thoroughly and allow it to dry before moving onto the next step.
Step 6:
Dipping your sandpaper in the clear water, begin to wet-sand the color coat until it is smooth. Usually the finest grade sand paper you can find will work best. Keep it sopping wet throughout this process to get the best result. Let the car dry completely before moving on.
Step 7:
Mix the clear coat varnish and load into your airbrush gun according to the manufacturer’s instructions. Using the same application method as before, completely cover the base coat surface with a coat of the clear varnish. Allow to dry completely, referring to the paint manufacturer’s instructions as to time. Once again completely clean your airbrush equipment and let dry completely.
Step 8:
Using your buffer and buffing compound, polish the clear coat until it shines like it’s ready for a showroom floor.
Stand back and admire your job well done!
Chrome for the Holidays: Great Gifts for Truck Guys
(ARA) – Some men are just fine getting ties every year for the holidays. Others cherish a new set of clubs or season tickets to their favorite sports team’s home games. But your guy is a truck guy . . . and the only gift that will make his holiday season bright is one that celebrates his great vehicular love.
Fortunately, you don’t have to shell out big bucks for a new set of tires or an awesome stereo system to please your truck guy. It’s possible to make his eyes sparkle as brightly as his truck’s high-polish paint job for less than $100. The secret is chrome.
Nothing says ‘happy holidays’ quite like chrome,” says Frank Turner of Lund International, makers of automotive accessories. “In this economy, it can be hard to get a fair value for your truck if you’re thinking of trading up. More truck owners are keeping their trucks and tricking them out instead of taking a hit on a trade.
A classic, timeless bit of bling, chrome has been beloved since it first graced bumpers decades ago. Bumpers are now high-tech plastic contraptions designed to improve crash safety, but chrome still holds its place of honor as the granddaddy of all truck upgrades.
So if your guy is a truck guy, and your holiday gift budget is tighter than a big-city parking space, here are some ideas for chrome improvements sure to please:
Vent Visors
If you’ve seen the cheap plastic versions of this on a truck they might make you shudder. Sure they’re functional – vent visors fit onto a truck’s door frame above the window, allowing you to leave windows partially open to reduce interior heat when parked and they keep rain and road spray out when you’re driving with the windows cracked for some fresh air. But it takes a chrome version to elevate these practical accessories to the level of beautification.
Hood Shield
A full-height, wrap-around chrome hood shield says “I’ve arrived” and is the perfect enhancement to any decorative grille. Lund’s version resists corrosion and offers easy “no-drill” installation.
Door Handles
Chrome is not only a great looking accent for door handles, it’s a smart, durable solution for protecting against scratches in an area of the vehicle’s body that’s most prone to them. Lund’s AVS accessory line offers a variety of chrome door handles custom-engineered for a range of makes and models. They affix to the door with automotive-grade adhesive tape for a speedy, simple and secure installation.
Mirror Covers
Mirrors are another necessity that can be turned into an enhancement with the addition of chrome. Chrome mirror covers fit exactly over a vehicle’s side mirror housings, creating a custom look for minimal cost.
Fuel Door
High gas prices may have your truck guy hating the sight of his truck’s gas cap. But chrome plating can turn that simple flap into a thing of beauty – and possibly make him feel better about the big bucks he’s putting in the fuel tank.
Rear Tailgate Handle
Chrome covers fit exactly over a truck’s tailgate handle, another high-use area of a truck body that’s prone to scratching. Chrome is durable enough to resist scratches and can add pizzazz to your truck guy’s vehicle, coming or going.
Adding a few chrome accessories can really give a vehicle a custom look . . . at a fraction of the cost,” Turner says.
Visit www.LundInternational.com to learn more about chrome accessories for less than $100.
Can You Trust Your Online Used Car Dealer?
Don’t settle for poor service from unscrupulous used car dealers. Even though there are plenty of fraudulent dealers on the net, there are a few used car dealers with proven track records.
One such car dealer site I suggest is www.ibcjapan.co.jp. I have compiled a few of the important points they offer. Give them a try; hopefully, it will shorten your search for the one you can trust.
The company offers the widest selection of Japanese used cars to customers in America, Africa, Middle East, Europe, and Asia. Whether you’re a local buyer or from far-off, IBC Japan can reach you through its regional distribution centers located in Australia, New Zealand, United Kingdom, South America, Africa, and Florida.
All used vehicles are sourced directly from Japan, so whatever you are looking for – be it sedans, trucks, sports cars, or SUVs – you get access to lots of choices, all with complete details.
Free membership sign up allows you to access vehicles from various sources – stocks from IBC Japan Inventory, stocks held in Japan auctions, or IBC Japan’s own online auctions. You can even specify the vehicle you want and IBC will find it for you.
IBC Japan has pool of Customer Service Representatives to answer your inquiries 24/7 via email, IBC Chat, Skype, or phone. They have comprehensive vehicle appraisals. All cars pass stringent vehicle checks and inspections, and are graded for your guidance.
While the Internet makes searches for used car dealers easy and convenient, the unrestrained emergence of fraud teaches us to take better precautions.
It is wise to be vigilant in choosing only those with proven track records. Going through dealer’s vehicle appraisal systems and terms of trade, reading reviews and feedbacks are just some of the ways to scrutinize a dealer’s reliability. So choose carefully.
2010 Kia Forte – First Drive Review – Auto Reviews – Car and Driver
If the world of compact cars were a baseball lineup, the Toyota Corolla and the Honda Civic would be the meat of the order, the third and fourth batsmen. They boast home-run sales numbers, long lists of features, and nearly peerless reliability. In short, they are the compact superstars. How does the all-new 2010 Kia Forte stack up? Will it join them at the top of the order or will it be relegated to hitting ninth like its predecessor, the Spectra?
It doesn’t hurt that Kia has endowed the Forte with style, power, and technology, items all conspicuous by their absence in the afterthought-ish Spectra. Designed in the company’s California studio, the Forte is now the best-looking car in its class; it especially stands out when viewed in person. The styling doesn’t make you want to tear your clothes off or anything, but subtle details like the upswept side-window line (that’s also good for front-side visibility) and the tasteful new corporate grille help the Forte stand out against competition that looks weird (Civic, Nissan Sentra) or coma inducing (Ford Focus, Corolla).
A Good Assortment of Powertrain Options, Standard Equipment
There are two four-cylinder engines available in the Forte. LX and EX models are powered by a 156-hp 2.0-liter; the top-spec SX uses a 2.4-liter that makes 173 hp. Four transmissions are on offer, depending on trim and option package. Standard across the board are five- (LX and EX) or six-speed manuals (SX). The LX and EX automatic has four forward ratios, unless you opt for the EX Fuel-Economy package, which nets the same five-speed automatic offered on the SX. Kia claims the 2.0-liter will be good for 0-to-60 jaunts in the eights and the 2.4-liter in the sevens, but it will leave the final measurements up to us. We’ll let you know how accurate Kia’s broad-stroke estimates are as soon as we get a chance to strap test gear onto the Forte.
The 2.0-liter returns 27 mpg city and 36 mpg highway with the five-speed auto in the Fuel-Economy package and 25/34 when paired with either of the two other transmissions. The larger, 2.4-liter four achieves 22/32 with the six-speed manual and 23/31 with the five-speed auto. These numbers basically fall in line with those of the Corolla and Civic, although the Forte achieves its fuel-economy figures while using more powerful engines. For example, the 22/30-mpg Corolla XRS uses a 2.4-liter four like the Kia, but it has only two more hp than the base Kia engine. Workaday (nonhybrid, non-Si) Civics use a 140-hp, 1.8-liter four.
Of course, it wouldn’t be a Kia if it didn’t offer value. A Forte LX starts at just $14,390, whereas the base Civic and Corolla both ring it at just over 16 grand. Besides $1700 or $1800 in their pockets, those who opt for the Kia will find Bluetooth phone connectivity with steering-wheel controls, Sirius satellite radio, USB and auxiliary input jacks, four-wheel disc brakes, and stability control among the standard features. These items are extra-cost options or require jumping to a higher trim on most competitors, if they’re available at all. For example, stability control is standard only on the top-spec Corolla, and the Civic requires you to get navigation if you want satellite radio.
The Forte EX begins at $16,490 and the SX at $17,890. Kia sees the EX as the volume model, and its standard features list includes power windows, locks, and mirrors; air conditioning; cruise control; steering-wheel audio controls; two tweeters for the stereo; more stylish exterior mirrors; and the world’s largest fuel gauge. The SX gets larger front brakes, 17-inch wheels, and fog lamps and adds telescoping to the standard tilting steering wheel. The roughly $600 EX Fuel-Economy package adds electric steering (all others use hydraulic assist), a “smart” alternator, low-rolling-resistance tires, the five-speed auto, and aero enhancements. Other optional packages for the various models include things like bigger wheels, a sunroof, and leather seat trim.
Equipment Is Nice, but How Does It Drive?
In terms of numbers and equipment, the Kia is very strong, but for enthusiastic driving it’s . . . not. Our first experience was in an SX equipped with the six-speed manual. Beyond the larger engine and the equipment mentioned above, the SX adds firmer springs, bigger front brakes, retuned shocks, and a larger front anti-roll bar. It felt somewhat tighter than an EX we drove later, but the sum of all that equipment wasn’t something we’d really call sporty. Turn-in was fairly aggressive, which was nice, but the tires and the suspension seemed to give up by midcorner, where the car would begin to plow like it was the start of planting season. The numb steering required too much correction to maintain a line in corners and to stay in a lane on the freeway. The six-speed manual wasn’t particularly fun, either, with a vague clutch and notchy shifter.
Believe it or not, we actually were more satisfied with an EX with a four-speed automatic. This segment isn’t about barn burning; it’s about inexpensive, comfortable, roomy, inoffensive, and—increasingly—stylish cars, and those are precisely the Forte’s strengths. With the smaller engine and the automatic gearbox, the Forte didn’t invite aggressive driving, but that’s all the better to enjoy the spacious and well-appointed interior and airy greenhouse. The ride is relatively supple, and the car welcomes simply sliding it into drive and cruising.
The sedan is the only body style for now, but Kia will soon introduce the poorly spelled
two-door. The company also hinted that a five-door Forte hatchback could happen, which we would welcome for the increased utility, but we have to say that the sedan’s 14.7-cubic-foot trunk is plenty big. It’s roomier, in fact, than that of the BMW 750Li.
The Forte won’t be displacing the Honda and Toyota sluggers from the heart of the batting lineup, but we’d be happy to have it hit second, the place for solid and trustworthy—if not spectacular—players. (The Mazda 3, we think, would hit leadoff, where speedy agility and consistency are most prized.) This new Forte is a worthy contender and offers tremendous value; it should help Kia snag market share in this crucial segment. It’s too bad the Forte isn’t more fun to drive; a car that’s a solid triple could have been a home run.
Article source: http://www.caranddriver.com/reviews/car/09q2/2010_kia_forte-first_drive_review
2008 Jeep Liberty – Auto Shows – Car and Driver
Jeep debuted the Liberty for model-year 2002 as the replacement for the 18-year-old Cherokee. The company was hopeful that it could move maybe 160,000 copies of the Liberty in the U.S. per year, and even now, the little SUV that could still does. Jeep sold 133,557 of them in 2006—that’s down from almost 167,000 in 2005, but it’s still a respectable number.
The company figured a six-year model run is long enough, and so the second-generation Liberty debuts at the New York auto show. To what extent Jeep is changing the looks of what has been, next to the Grand Cherokee, its bestseller—well, that’s a bit of a surprise. As with the larger Commander, Jeep has taken the 2008 Liberty in a moderately retro direction to the point where, as the photos suggest, it looks like a slightly shrunken Commander and uncomfortably close to its mechanical twin, the Dodge Nitro. And since the Commander has not exactly been flying out of dealerships, even with $3000 rebates, we’d suspect there’s a little trepidation at HQ in Auburn Hills, Michigan, not to mention at the assembly plant in Toledo, Ohio.
That said, the 2008 Liberty has some things going for it, including a "Trail Rated" badge that confirms it’s a real Jeep, for those who insist car-based vehicles such as the Compass are diluting the Jeep gene pool. There are, in fact, two four-wheel-drive systems offered—good ol’ part-time Command-Trac and the new full-time, on-demand Selec-Trac II. The ’08 Liberty has an all-new independent front suspension and a new five-link rear suspension to control the unruly solid rear axle. Steering is rack-and-pinion. A rear-drive model will be offered, but as before, the product mix favors four-wheel drive.
The 2008 Jeep Liberty has a wheelbase of 106.1 inches, nearly two inches longer than the current model’s. Overall length, at 176.9 inches, is an increase of 2.4 inches. Width is up a half-inch, to 72.4 inches.
Article source: http://www.caranddriver.com/news/car/07q2/2008_jeep_liberty-auto_shows
2007 Audi Q7 4.2 Quattro – First Drive Review – Auto Reviews – Car and Driver
Audi boss Martin Winterkorn calls it "the coupe in the SUV segment." But compared with the shorter (by 13 inches) VW Touareg, the 2007 Q7 looks huge, although it doesn’t feel so big inside.
The Q7′s control layout is familiar, as almost all the bits and pieces are from A6 and A8 sedans, although we’ve never sat this high before in an Audi. Second-row head- and legroom are plentiful, but the optional third row is suitable only for kids, and getting to it is awkward. However, it easily folds into the floor to expand cargo space.
Offering 27 cubic feet of cargo volume in five-passenger configuration, the Q7 beats such competitors as the BMW X5 and platform-mate Porsche Cayenne. With the rear seats folded, capacity is 72 cubic feet, and even with seven passengers, there are 12 cubic feet for cargo. The Ford Explorer’s luggage capacity ranges from 14 to 84 cubic feet.
The Q7 uses an extended-wheelbase (by 5.8 inches) version of the Touareg/Cayenne platform and revised chassis components but the same optional air-suspension system. Standard equipment includes curtain airbags, the latest stability control, and Audi’s Multi Media Interface. Available options include an elaborate collision-warning system, adaptive cruise control, adaptive headlights, and four-zone climate control.
The Q7 drives much like an A8 sedan and feels sportier than a Mercedes M-class but not as handy as a BMW X5. The direct-injection 4.2-liter V-8 engine develops 350 horsepower at 6800 rpm and has an adaptive six-speed ZF automatic. We predict its shorter final-drive ratio will help the Q7 hit 60 mph in 6.9 seconds. Throttle response is prompt, but because of the Q7′s 5000-pound heft, its performance doesn’t feel really sporty or agile.
The Q7 has Quattro four-wheel drive and dynamic torque distribution via a Torsen center differential and open diffs front and rear. The torque split is 40 percent front and 60 percent rear and varies automatically as needed. With the air suspension, you can increase ground clearance to as much as 9.4 inches.
Audi dealers have been desperate for an SUV to sell. With its Quattro technology, the Q7 finally fills that need.
Article source: http://www.caranddriver.com/reviews/car/06q1/2007_audi_q7_4.2_quattro-first_drive_review