HfrShah...

Relationships...

2006-09-11T22:45:00.000+08:00

No I'm not emo-ing, just wrote this essay of some sort because a friend of mind asked me to. Okay i'm a little rusty at writing essays nowadays.. Thought it was gonna be easy, but yea, i was wrong.. So wrong.. So here it is.. Please forgive me if it makes a boring read.. I know it's bad, but, lazy write a good essay la :p.

Relationships. Interesting topic isn’t it? One between predators and their prey is an intricate and complicated relationship; covering a great area of scientific knowledge, wide and sophisticated enough to blunt scientists’ thoughts, making it one of the world’s most sought after researches. These researches covers everything; the symbiotic relations between organisms, the wide range of defense mechanisms that are utilised by various examples of prey, and the influence between predators and prey concerning evolution and population structure. Very complex it indeed is.

One of the most common relationship between organisms is symbiosis. Shortly put, it is the interaction between organisms forming a long term relationship with each other. Many organisms become dependent on others and they need one another or one needs the other to survive. Sounds simple enough, but it hardly ever is, and most definitely not when the beings in question is us, homo sapiens or modern humans if you like; arguably the most complex organisms known.

Well then, lets indulge (or entomb as some might say, such a mind killer this topic is) ourselves into the details, little by little, starting with the simplest and purest of them all - relationship within a family. Parents with their kids, to be more exact. One parent with each other’s relationship would fall under a very different kind of relationship altogether, one which we’ll look through later.

Within a family, various characters play different roles in each other’s lives. These people are emotionally and physically connected in one way or another, whether they like to admit it or not. While growing up, most kids, more often than not, will aspire to one day become like their parents, as they are looked upon as their heroes, idols that can never do wrong. Perhaps that is wrong to us grown ups, but it is absolutely spot on to kids, with their mildly developed minds and error prone, simplistic way of thinking.

When they grow up and be exposed to the ‘real’ world instead of the one confined to their home and parents’ judgements, that thought disappears almost instantly, or at least partly, and some goes to extreme extents to swear by whatever they believe in to never be anything like their parents are. Sad change, yes, but to me it is a vital one for one to fully grow out of their childish mindset and be an individualistic individual.

It is after, or along this change that real problems occur between parents and their children. There are certain times where parents would want to become more of a ‘player’ in their child’s life than what the child believes is necessary. Naturally parents will have their own dreams of what they hope their kids will grow up to be, and in parallel to that, kids will develop their own dreams too. When the two dreams collide, havoc wrecks the peace in the family, frustrating both sides. It is just so clear to everyone of them who is right or wrong; they just cannot come to an agreement in classifying which in which; with everyone so sure of themselves.

“Stay out of my life, mom/dad! It doesn’t concern you.. Not anymore!”, says the kids. Some of you might nod along, either agreeing to the kid, or to the existence of that dialogue in today’s families. Either way, it is well known that this is not a rare occurrence, more like an epidemic of an uncontrolled disease, spreading among kids everywhere at a rate faster than anyone can ever imagine or hope to delay/stop. There are no specific causes or remedies to this dilemma, it just happens, whether they like it or not. No set rules exist in parenting. ‘If only there were‘, should be on everyone’s wish list.

Parents are the most important thing a kid can have in life. They relate to one another on a level that cannot be achieved through any other relationship with other human beings. It is important to have communication in the relationship because talking brings them closer. Parents, though, need to know when to play an active role in their kid’s life, and when to be more of an observer. If they mix the two up, serious repercussions may occur. Parents can be the best thing in one’s life, but they need to care for the right.

Enough of families then, and on with the really interesting part; the first thing that comes to mind when the word ‘relationship’ is mentioned - love. Between lovers. Love is mentioned everywhere, by everyone. But what is it exactly? Even those lucky enough who has come across true love, known it for a long time can’t explain it in words to make others understand it. They say you have to experience it to even start to understand the full meaning of it. Is it just lust for each other? Or does it involve caring for each other and that alone? Placing him/her high in your priority list? Thinking of him/her all the time for no apparent reason? Picturing his/her face? All of the above? I don’t know. And I don’t know how to know it. Will just waiting for the right person be the answer? Is it that simple? Or that complex?

Whatever it is, it’s too complicated to be explained in words, so I won’t bother even if I do know what’s it about. What I do know about is the dual nature of love and relationships. There is the love and joy, which is what most people sought after, but it is accompanied by the bitterness of a love that was lost and the pain that remains. It is the latter that is the more common effect of love.

Pretty much everyone keeps fond memories of their relationships, no matter how bad the ending was (assuming that it didn’t last here). Never ending desires of a lover looking back on a past relationship and the longing to go back to the happier days of the relationship can‘t be avoided most of the time. Next comes anger about the break-up. It’s almost an established fact that most people would become selfish and assume that the reason for a relationship not working is always the fault of the other person, not their own. Even if he/or she admits of having done something wrong, it would have been told in a way to make it seem trivial, as if in all in all, he/she didn’t do much wrong.

Bad relationships. Is the love felt while the duration of the relationship true love? Or is that love’s evil brother? All the feelings, care, ‘love’ for each other; are all that lies? If we’re unfortunate enough to go through break-ups, should we just move on and never look back? Is it that easy to do so? What effects will it have on our next relationship (should we have another)? You see, when talking about love, a lot of questions appear. More than anyone can answer, or even care enough to. It really is that unknown to most people (if not everyone).

But then again, you should ask yourself, is all that suffering too much to handle? If you think it is, why not just skip all these courting hassle and don’t ever get into relationships in the first place? Again with the questions. Please forgive me. True love is often mistaken for attraction and many people get carried away and forget those feelings they once had for each other. Attraction is full of fun things that can either make or break a beautiful relationship.

The love in ones heart is not always as noticeable as we would like it to be; yet it is always present if someone truly loves another. It is hard not to have such a strong and desirable love for someone you have missed in the past. If that person that you love with all your heart has to leave you, it would be the worst feeling in the entire world because you would know just then that you might not make it without them during the tough times. It is a hard thing to face and a hard thing to defeat.

In my honest opinion, all the suffering in the world would be worth going through to have even a minute of pure happiness loving someone. A little extreme perhaps, but that’s what I really feel. It is that great. The risk of getting hurt, no matter how bad, is worth taking, as the feelings of love and being loved back is truly indescribable.

Relationships are everywhere around you and at all times they are present and needed. Good interactions with people form average lives into fairytales and wishes into realities. People need all types of relationships; they need love to know they have a great person right with them along the whole way, they need someone to care about and support, they need someone to flirt with and to have a strong sexual relationship with, and most importantly they need a friend to behold their secrets and trust, much like confidantes, but in a deeper manner. Relationships help people get through the tough times; they are there to maintain a healthy lifestyles, which is something everyone desires. So should we all look for relationships? Yes please.

Thoughts on life.. Mine..

2006-07-24T14:47:00.000+08:00

It truly is funny how life is. Just a little over a month ago I, and so many others dreaded college life and studies and everything, and were so looking forward to freedom, nothingness, and post-college life. That novelty of being 'free' soon ran out, and naturally it didn't take long to do so, though still it took much much less time than any of us thought it would. Now as we are, it's hard to not look back at college life and ponder how good life was back then.

Good? More like great. I can't say enough how i enjoyed Taylor's; the people, the atmosphere/surrounding, the whole lot. Oh yes, life was good. What i wouldn't give to turn back time and live though it once again, soak up all the fun, right what i did wrong, academically and personally, and everything in between. But we all know that's never going to happen, as much as we hope it would. So should we look at the past and evaluate it, see what was right and wrong, or should we just forget them all, and live life as it comes?

I say we do a bit of both. I say we look at the past, and forget part of it, mainly the rights, and remember the wrongs. Whatever you did right, forget about them all as I believe life is not about that; it should be about the opposite. Learn from your wrong-doings and try to do things better next time, if there are next times, of course. But by learn, I don't meant regret. Trust that whatever it was you did wrong, it happened for a reason, the greater good. And of course the fact that you know you had thought it over before making those decisions would be great to know too.

If that decision turned out to be a precursor to a disaster? Do you regret it? Do you think if the 'what if's? What if it was all your fault, and yours alone? What if you could have acted differently, in a better way? What if, had you acted differently, things would be looking bright instead of the horrible pitch black your current state is?

Questions, questions, questions. But who has answers to all of them? And not just answers, I can come out with answers to each of them too, if i think logically (as i often do). But I mean real ANSWERS; ones that could solve the bigger picture or at least, make it better. I'm lost at that, I really am.

As someone said to me - Stay happy no matter what. Yeah, I'll just stick to that. And hope that everything truly is that simple. Cheers.

Continuation of my NZ trip will be up soon =), sorry to keep you waiting..

New Zealand Trip

2006-07-21T21:49:00.000+08:00

Again, I'm sorry for leaving my blog inactive for quite a while. I've been busy with stuff lately..

....

Okay that's a lie =).. My post-NZ trip life has been all about waking up late everyday, doing nothing productive, watching every single movie that sounds even remotely interesting on the telly, and growing fatter by the minute (if that's physically possible ;P).. Enjoying the joys of life, to say it in short.

Now don't start with "that is soo lame, boring life" et cetera et cetera, coz i sure think it's better than working. I mean seriously, why do you work for? There has got to be better things to do just to pass time. My way, for instance..

Some flowers. Why? Just because..

Okay enough of that, I'm sure a lot of you will agree with me (if you don't, you should, coz you're so wrong). So I was in New Zealand, or Aotearoa, as the Maoris call it, for about 3 weeks or so, mainly to visit my brother who is studying there, and also for a vacation, naturally. It had its fair share of ups and downs, but all in all it was a pretty enjoyable trip.

First of all, my family and I did some massive shopping before leaving Malaysia and we had a little trouble packing and fitting everything into the car, as you can see here -

We took Air New Zealand to Auckland as the ticket price was considerably cheaper than MAS. By how much? Try around RM700 per person. And yet, apparently they're making losses year by year. Now how did that happen? ;P A downside of Air NZ is that there are no direct flights from KLIA to Auckland so we had to transit in Singapore.

Was stuck there for 2 hours and seriously, Changi Airport is a site for the world's largest gathering of people from all corners of the world. Here's a typical scene there :-

Frenchy : omelette du fromage bonjour au revoir a bientot
Middle Eastern bloke : kill american infidels martyr osama bin laden al qaeda
American : did you see the jugs on that chick?
African : %#^!#$^%&*#!%#%^%#

And man do travellers stink!! I walked passed this narrow corridor with hundreds of them sitting on the floor, benches etc, I couldn't breathe!! Imagine the stench of Wayne Rooney's socks (or any other footballer for that matter, I just picked 'Shrek' coz he looks like he doesn't bathe) after a full game and you'd be close. Not quite there yet, but close. We found a place to sit, away from the smell, to take a picture.

My dear Mum, yours truly, and a bunch of flowers

The flight from S'pore to Auckland took a few minutes short of 10 hours; that gave me a lot of time to watch inflight movies.. Sounds good yes?

Wrong! Cause halfway, I chose to watch Brokeback Mountain. I was curious kay? Not gay in any way. That movie was extremely disturbing! ugh.. Good editing and storyline though, I'll give credit to that.

These dudes haunted my dreams for a few times.. Please God, no more!

On arriving at Auckland, my dad was constantly checked by the airport marshalls. Well, he was wearing this trenchcoat, and I guess that made him look kinda suspicious :P. We survived all that rented a car. And oh, my brother was there too!! I had to drive coz my dad decided my brother and I are big enough not to drive him around, and my brother is a lil short on driving practice. So yea, drove to the Paihia, Bay of Islands, 4 driving hours away from Auckland.

Driving experience there, now that's interesting. Somehow, the Sun will always be shining straight into your eyes, even when your sun visor is down. Fine, I can live with that.. at first. Imagine this, you're going round a corner, and mid-corner, you get a full blown sun glare. The first time it happened i veered off my lane and almost crashed.. It happened countless times after that too, though i was more careful. I had to be, as the only outcome of not being careful is certain death. Either from a head on collision with oncoming traffic, or a couple of thousand feet fall into a ditch. Those with epilepsy cannot drive in NZ, simply because the 'on-off' effect of the sun getting into your eyes would most likely trigger epileptic attacks, and they would die, obviously.

Paihia is a fishing village, with the main town being just off a beautiful beach. We stayed in Club Paihia, where we had the privilege of staying in one of their best chalets. It had everything you could ever need, and more. Even a pet cat. No kidding, a fat cat called Tigger. He was extremely tame, obviously coz he had been neutered (ouch).

My brother, Hazwan, with Tigger

Did a lot of things there, like playing chess!! Yes, chess =)

My bro, the King

And I rode the swing; felt like a child again. And no, it did not break. hehe.. I know, I was surprised too!

Little Hafriz :p

Check out this waterfall, it had TWO rainbows in front of it.. (only one is clearly visible in the picture, but it was there)

Hairuru Falls

Kay, that's all for now.. I'll continue later.. Maybe..

note - All pics (except the Brokeback one) taken with my T30, compressed for easy uploading.

Proton Satria Neo and New Honda Stream

2006-06-17T21:32:00.000+08:00

The blokes at Proton has finally launched the Satria Replacement Model (SRM) last Friday, after countless months of prototype testing.. Spy photos of this car first appeared two years ago, and various rumours have emmerged since then; only a few getting confirmation from Proton. Among the confirmed rumours, a 'hot' version of the SRM featuring a Kleeman Supercharger will be announced later this year. (Kleeman is a tuning company who usually works on Mercedes) Now that'll be interesting.. Anyway, Proton has once again botched up their new car's name. It's called... Wait for it...

Yeah.. Very original.. A bunch of jokers, them..

The car is based on a brand new chassis, developed in-house with probably a helping hand from Lotus, which should be good. Design-wise, I'd have to say it looks pretty good; sporty, but not overly so, and elegant. Though it still does not project a 'premium car' vibe. And it's not just good looks either, the design is wind-cheating too. It has a Drag Coefficient of just 0.35, helping lower fuel consumption, improve top speed, high speed stability and refinement. A huge step forward compared to the Satria GTI, which in turn was a step up from the regular Satria.

2 engines are available, the familiar Campro 1.6 and 1.3 from the Gen. 2.
Specs:
1.3 - 94hp at 6000rpm with 120Nm of torque peaking at 4000rpm
1.6 - 110hp at 6000rpm with 148Nm of torque at 4000rpm

As experienced on the Gen. 2, expect the engines to be adequately powerful, but peaky and annoyingly noisy. Bring on Campro engines with Cam Profiling then. They should have been ready a few years ago, Proton.

As for performance, Proton claims 0 - 100km/h sprints of 11.5 and 12.1 seconds for the 1.6 and 1.3 (both Manual) respectively, while automatic gearboxes pegs them down to 13.7 and 16.0 seconds. Top speeds for all variants are in excess of 170km/h, with the 1.6 Manual reaching a respectable 190km/h (don't drive at top speeds, it's scary.. Trust me, i know :P).

Now for the most important info, the prices..
Proton Satria Neo 1.3 (M) L-line RM43,500
Proton Satria Neo 1.3 (A) L-line RM46,500
Proton Satria Neo 1.6 (M) M-line RM48,500
Proton Satria Neo 1.6 (A) M-line RM51,500
Proton Satria Neo 1.6 (M) H-line RM51,800
Proton Satria Neo 1.6 (A) H-line RM54,800

Okay, enough about the Satria Neo then. It'll take me a while to get over that silly name..

Next, the brand new Honda Stream. Based on a stretched version of the Civic’s platform, the new mid-sized MPV tries to borrow some of Civic and Odyssey's design magic. The result? See for yourself, i'm not too convinced.

The balance between the front and back is a bit off.. The rear lights don't intergrate well with the swoopy profile.

But overall it looks acceptable enough, a definite improvement over the current model's clumsy mix of funky curves and quirky lines..

Post-A2 life..

2006-06-08T17:15:00.000+08:00

First and foremost, I’m so sorry for not posting any updates. It’s been exactly 2 full months since I last posted anything. Sorry sorry.. A2 stress and all..

Anyway, A2 ended yesterday, and with it, so is my life as a Taylor’s student.. That’ll be my last mention of anything related to studies for the next 4 months.. I’m happy now, tho most probably I’ll be bored to death in the very near future.. But whatever, it’s now that matters, later can be dealt or pondered upon well, later.. :)

I bought my new camera last Monday, finally. It's a Sony Cyber-shot T30. Obviously Sony had put style over function when they designed this camera as its features are a bit on the thin side.. But as a user of a Motorola Razr "looks-cool-but-pretty-much-useless" V3, Im fine with that. As long as it can take better quality pictures compared to phone - which is appalingly bad, considering it was regarded as a high-end phone (back when i got it, more than a year ago, that is) - it's good enough for me..

My classmates and I went to One U yesterday.. While waiting for our movies, naturally we went for a walk around the mall, and i just followed wherever the crowd (lead by Shaun) went.. So yea.. And where did we end up at? Toys'r'us! What the?? And the walk wasn't exactly brief either! Shaun, you truly are a lamer..

I wish See Tho Anakin Lam had a real lightsaber to kill Shaun with.. XD

Watched The Benchwarmers.. In short, it has its fair share of funny scenes, but overall it's not worth watching. I'll post a full review later.

I haven't washed my car for a few months, till today.. My poor lil Kembara sure needed it.. Here's before and after pictures.. The back window.
Boot

I polished it too.. Check out the reflection on the paintwork.. There's life in this old paintjob after all.. My arms are now sore..

So that's it for now.. Have too sleep to make my eyebags dissappear before prom. Sigh. Enjoy the holidays everyone!! To those not on a holiday, erm... tough luck.. :p

Last week...

2006-04-05T18:22:00.000+08:00

Week of A2 Trials and misery…

Well actually trials IS the cause of my misery so I cant say AND right? Whatever.. Anyway, yeah, I’m pretty much screwed.. LOL!!

Trials started a few weeks back (Chem practical) and some (if not all) of my classmates have been studying gila-gila (read:nerding/aruning) – you know you did , don’t even try to deny it ppl.. Me? Been chilling the whole time heh heh.. After all its just trials right? RIGHT?

Yups, I know you’ll all agree. Dunno why the lamers in my class work soo hard.. Madness.. Weeks of staying back in the library, rushing home, extra tuition.. haih.. Sad fellars.. For those who stayed back in the library, sorry for kacauing you guys everyday hehe.. :p

And for some unexplained reason, I got 35/40 for Chem Practical!!! MUAHAHAHAHA!! Pretty good considering I hardly prepared for it.. God probably loves me. I know, weird, He should hate me, but hey I’ll take it hehe.. Thanks Dude for having my back.

Well that’s that, and next came Math P3.. erm.. I’m guessing I did badly in this, cant be sure, coz seriously I wasn’t even sure what I did and what I didn’t.. hehe some of you might know why..

Few hours after the paper, I checked my Physics Prac timetable… And oh boy, I was pissed alrite.. Stupid Taylor’s assumed since I’m a muslim (well, officially lah) I’d have to go for Friday Prayers – which I havent been doing for the past TWO YEARS!! Just great, Taylor’s, GREAT. And yes, I’m being sarcastic.. like DUH?

So I was dumped in the First shift, with a whole bunch of Malay low-lifes, and left there to rot for 3 stinking hours! Seriously, Taylor’s, next time ASK! Don’t simply assume, you’re the one forcing us to take Thinking Skills, so THINK, pricks…

That same friday, went to the Taylor’s Next Top Model show – which none of my classmates went to, after I pretty much begged them to… Takpe takpe…

The show was okay, bordering great, but not quite.. The models had too much clothes on them hehe.. The sound system was crappy, the emcees blur (didn’t matter much anyway coz their voices came out muffled thanks to the sound system) and it started late too.. No complaints there, I was 45 mins late and didn’t miss a thing LOL.. and oh, the lightings were awesome! Completely transformed the MPH into something um, cool? I’m sorry.. its just totally awkward for me to relate anything of Taylor’s to the word cool.

Didn’t stay for the afterparty, instead went to Swensons where a friend and I finished an Earthquake! 8 scoops.. Nice, but definitely not good for health.. heh as if I care.

Spent the weekend watching The O.C... Soo.. yeah.. the next week sucked too hehe.. i'll write about it later..

Finally an update!!

2006-03-26T15:30:00.000+08:00

First of all, sorry for the lack of updates; been busy these days... LOL as if... Actually its coz im lazy, as everyone should already know..

And this post is NOT about cars... I know I know, cars are not to everyone's interest, but hey, this is MY blog, so... WHATEVER *in a bitchy accent*.. See if I care.. heh heh

Anyway this post is about one of the most anticipated movies of the year - X3 : The Last Stand.. Cool title eh?
The Teaser Poster

Some say this movie will be the last of the series, as the producers were thinking of making a trilogy, but... as the first two were soo soo popular, they decided to scrap the trilogy plan, and instead will keep on making them till people's interest dries off...

Rumours are that some of the actors have already signed contracts for movies number 4 AND 5.. like WOWIE!! Im not complaining, and neither should you! X-Men movies are AWESOME!

If you dont concur, you either have a sad childhood, or you're just a TOTAL NERD.. Im serious..

Waitaminute, if someone's a nerd, then he/she will most likely have a sad childhood... Erm.. I guess the two conditions come in a pair then.. Have a problem with that? Voice it out yea? That'll just magnify your nerdiness.

KK lets get on with it then.. As the title would suggest, X3 will be the third movie in the series, and it'll continue right where X2 ended..

Jean Grey 'died' in the previous movie right? And some of us might have seen the reflection of a bird/pheonix whatever on the lake right at the end of the movie (yay, hurrah for noticing that, soo obvious..); thats a direct hint of what we can expect in X3 - the resurrection of Jean Grey as Pheonix.

The official plot outline - "In the final chapter of the 'X-Men' motion picture trilogy, a 'cure' for mutancy threatens to alter the course of history. For the first time, mutants have a choice: retain their uniqueness, though it isolates and alienates them, or give up their powers and become human. The opposing viewpoints of mutant leaders Charles Xavier (Professor X), who preaches tolerance, and Eric Lensherr (Magneto), who believes in the survival of the fittest, are put to the ultimate test - triggering the war to end all wars."

Err..... riiight... a bit the lame lah, to put it nicely. Hopefully the actual movie will turn out great. Note that the plotline was released waay waay back dunno when, and what I mentioned earlier about more future X-Men movies still holds.

The Director for this movie is Brett Ratner, made famous by his previous efforts - both Rush Hour movies....... Kaaay, no comment on this....

The original dude (Brian Singer), the one that did the first two movies backed out to direct the new Superman movie... I know what you lot are thinking, DUMBASS!!

But hey, if he can convert X-Men into such wonderful movies, he probably can do the same with The Man of Steel..

What is it with Hollywood and resurrecting old superhero movies anyway? I know la Batman Begins was great and all, but that was, to me, because the script writer was given a clean slate to write on, not having to follow the silly details of the previous movies or the comic for that matter. (Plus the fact that Qui-Gon Jinn was in the movie hehe)

While with Superman on the other hand, it'll be a direct sequel to Superman III, which was an absolute disaster in my honest opinion...

OK enough of that already.. Back to X-Men. There have been a lot of criticism directed towards the casts and costumes picked for X3.. A lot of new characters are gonna appear in the movie like Angel, Psylocke, Beast, Kitty Pryde, Colossus(yea i know he was in X2, but this time he actually has a proper role), Juggernaut, Callisto, Stacy X, Jubilee (same as Colossus), Leech, Syrin and a whole lot others.

Hot rumour!! - a mole from inside the crew hinted that GAMBIT will make an appearance!!! Woohoo! It's just a rumour tho... I've only read it once in some girly gossip magazine.. DONT LOOK AT ME LIKE THAT! IM NOT GAY! (almost especially for you, Rach, stop thinking that I am!) Just happened that I ter-read it...

So anyway, thats all i know about the movie... Soo... Pictures GALORE.... enjoy... (sorry if you think the order of the pics are cacated, lazy to arrange properly..)

Beast : Tell me i'm not ugly, or i'll choke you to death!

Pyro in action

A bridge succumbing to Magneto's power

All out war between the two sides

The good guys

The bag guys

Cyclops doing his thing.. Whoa his teeth.. MY EYES!!

Angel showing off his wings

Beast trying to look scary... Its working..

Logan : You dont want to know why my hand is in my pocket..

ooh.. Kinky..

Gorgeous Storm

Kitty Pryde looking HAWT

Running from something.. or towards something.. dunno

Not-so-gorgeous Storm.. What's with the messy hair?

aww... so cute..

Prof X : Hope you dont wake up... *smells her hair*

Logan : Hope you dont wake up... (see where his hand is, pervert...)

Reunited

You okay?

Massive biceps bro... (not gay)

Nice claws

The teeth again...

Funeral or something?

The Brotherhood... With Pheonix being one of them

Everyone's favourite character - Wolverine

Storm.. Looking a bit aged..

Rogue.. So pretty..

Pyro.. Part of the Brotherhood now

Professor X.. Notice how shiny his scalp is.. Kudos dude

Mystique, donning a new set of scales.. Lose the scales and the blue paint, and she'll look HOT! .... Ahem.. and naked too hehe

Magneto - the old

Kitty Pryde - the young

Pheonix/Jean Grey looking hot. Must have been photoshopped, coz shes not

See? This is the real her... Scaaree

Vinnie Jones as Juggernaut.. He said his character has a few funny lines..

Iceman, finally getting a uniform

Cyclops.. Dude get a shave.. Youre starting to look like the twins..

Colossus... Erm.. kinda blur isnt he?

the kewl Callisto

not-so-kewl Beast.. Can you believe this is Kelsey Grammer?

Pretty-boy Angel

Storm.. I hope the Maybach 62 in the background doesnt get damaged...

Prof X and his nemesis/friend Magneto.. his helmet still looks stupid.

All the (significant) characters

Mystique sure looks freaky...

The oh-so-cute Kitty Pryde

Beast again...

This is Psylocke... She's HOT!

Juggernaut, Callisto, dunno-who, Stacy X

Hmm this is interesting.. Logan and Pheonix

Colossus looks a bit like Terminator's Liquid Metal right?

Close up.. I think he looked cooler in X2.

The actors with Brett Ratner

Beast's fur looks so fake...

Stacy X, Callisto and Psylocke

Magneto in trouble

F1 Rule Changes for 2006

2006-03-05T10:27:00.000+08:00

A number of changes to both the Sporting and Technical Regulations have been made by the FIA for the 2006 Formula One season.

Qualifying
For 2006, the single-lap system used in recent years is replaced be a new three-part, knockout format, with multiple cars on track throughout the qualifying hour, which is split into two 15-minute sessions and a final 20-minute session, with five-minute breaks in between.

Part one: All 22 cars may run laps at any time during the first 15 minutes of the hour. At the end of the first 15 minutes, the six slowest cars drop out and fill the final six grid places.

Part two: After a five-minute break, the times will be reset and the 16 remaining cars then will then run in a second 15-minute session - again they may complete as many laps as they want at any time during that period. At the end of the 15 minutes, the six slowest cars drop out and fill places 11 to 16 on the grid.

Part three: After another five-minute break, the times are reset and the final 20-minute session will feature a shootout between the remaining 10 cars to decide pole position and the starting order for the top 10 grid places. Again, these cars may run as many laps as they wish.

In the first two 15-minute sessions, cars may run any fuel load and drivers knocked out after those sessions may refuel ahead of the race. However, the top-ten drivers must begin the final 20-minute session with the fuel load on which they plan to start the race. They will be weighed before they leave the pits, and whatever fuel they use in the 20 minutes may be replaced at the end of the session.

If a driver is deemed to have stopped unnecessarily on the circuit or impeded another driver during the qualifying session, then his times will be cancelled.

Engines
For 2006, engines are reduced in size from the previous 3-litre V10s to 2.4-litre V8s. The aim is to reduce costs and improve safety. With similar engine speeds, the change is expected to cut peak power by around 200bhp, which in turn is likely to add around three to five seconds to lap times at most circuits. The FIA may allow some teams to use 2005-spec V10s if they do not have access to competitive V8. The FIA will enforce a rev limit on any V10s to ensure performance is comparable with that of a V8.

Tyres
After a season’s absence, tyre changes during races return to Formula One in 2006. The thinking behind this is that the reduced engine size will offset any performance gain. Drivers also have access to slightly more tyres than in 2005 - seven sets of dry-weather, four sets of wet-weather and three sets of extreme-weather. Drivers must make a final choice of dry-weather compound ahead of qualifying.

New Lamborghini Murciélago LP640

2006-03-02T21:51:00.000+08:00

Automobili Lamborghini will present the passionately developed evolution of the Lamborghini Murciélago Coupé at the 76th International Car Show in Geneva

The new version of this highly successful super-sports car features considerable innovations in terms of body design and mechanics. And also with a new name: Murciélago LP640, which refers to its engine position - longitudinale posteriore - and to its power 640 hp. Designers and engineers have not only focused on reworking the engine, suspensions, gearbox, exhaust system, brakes and electronics, but also the interior and exterior design; improvements that make the Murciélago LP 640 the most extreme and fastest sports car in its class, placing it at the very top.

The first vehicles will be available in spring 2006. Since the original Murciélago’s debut at the 2001 International Car Show (IAA) in Frankfurt, around 2,000 vehicles have left the car plant in Sant’ Agata Bolognese.

Unmistakable Design

In their reinterpretation of the Murciélago LP640, the designers at the Lamborghini Style Centre have remained true to the traditional Lamborghini principles of purism, sport and function. The Murciélago LP640 now appears even more aggressive, with the new front and rear bumpers contributing significantly to its appearance.

The exhaust system terminal has been incorporated in the diffuser on the rear bumper. Other innovations include the rear lights, which enhance the distinguishing features of the Murciélago LP640, making it unmistakable even at night. The design of the sides is also worth mentioning: while the area behind the air intake on the right side is practically closed, the left side features a vast aperture for cooling the oil radiator. Together with the aerodynamically defined front and rear, this proves yet again that the shape of a Lamborghini is dictated by function.

For those wishing to flaunt the heart of their Murciélago LP640, on request an engine hood made of transparent glass can be supplied. The rear view mirrors and the windscreen wipers have been modified to improve aerodynamics and “Hermera” light metal wheel rims have been added. The graphics of the instrument panel lights in the cockpit have been revamped. The interior upholstery also has a new look thanks to the lozenge-shaped stitching.

More powerful engine

The engine of the new Murciélago LP640 has undergone outstanding and radical modification. The increased bore and longer stroke have boosted the displacement of the classic 60° V-engine from 6.2 litres to 6.5 litres (6,496 cm3). Thus the already extraordinary 580 hp engine power has now been elevated to an impressive peak of 640 hp (471 kW) at 8,000 min-1. The 12-cylinder engine reaches a maximum torque of 660 Nm at 6,000 min-1. Naturally, the Lamborghini Murciélago LP640 complies with every European and North American law governing exhaust fumes.

This “evolutionary leap forward” has been possible thanks to a coherent review of every engine component: the cylinder head and the entire intake system (based on the tried and tested Lamborghini variable geometry system), have been completely reworked. The crankshaft, camshafts and exhaust system have also undergone innovation.

The increase in power naturally determines an increase in performance. The excellent performance of the Murciélago LP640 means it can now accelerate from 0 to 100 km/h in 3.4 seconds (0.4 seconds faster than the previous model).

Lamborghini engineers have also concentrated on improving torque development. The “drivability” of the engine is enhanced by a continuous variable timing system (intake and exhaust side) and a drive-by-wire engine management system.

To meet the thermal requirements of the engine, the engineers have foreseen a considerably larger oil radiator and subsequently, the air intake on the left side of the vehicle has been enlarged. The liquid cooling system, characterised by the Lamborghini VACS system (variable geometry air inlet system) remains the same. Electronically managed air intakes open depending on the outdoor temperature and the need for cooling air, ensuring maximum aerodynamic efficiency.

Gearbox and transmission: improved efficiency and strength

More power and higher torque call for superior gearbox component performance. To meet these new demands, the new Murciélago LP640 features a modified sixratio gearbox as well as a tougher rear differential and new axle shafts. On request, the e-gear automatic gearbox is also available equipped with the new dedicated “Thrust” (acceleration programme) mode.

Just like its predecessors, the Murciélago LP640 features permanent four-wheel drive, based on the reliable Lamborghini VT (Viscous Traction) system. The system is self-governing and does not feature any electronic controls. The drive force is usually divided between the front and rear axles in the ratio of 30 to 70. An independent control circuit adjusts the distribution of the drive force depending on dynamic oscillation, weight distribution and the relative friction factor in perfect synchronisation with the Visco clutch. In extreme cases, up to 100% of the drive force can be applied to a single axle.

Electronics: a "closed loop" for total control

The electronics have also been updated. The modified engine control units improve engine performance and “driveability” thanks to “closed loop” control.

Every engine and vehicle parameter is managed and controlled by three “master” control units and a “satellite” control unit. The master control units consist of two Lamborghini "LIE" engine control units, a Lamborghini “GFA” (Auxiliary Function Management) control unit and a Lamborghini “PMC” (Power Motor Control) satellite control unit. The control units are interconnected by a CAN Bus line.

Frame and chassis: perfect harmony

The body of the Murciélago LP640 with its characteristic scissor doors is created from the prized union of sheet steel and honeycombed carbon fibre, glued and riveted together.
Driving, handling and stability at high speed are enhanced by new springs and stabilisers, as well as by a redesigned electronically controlled damper. The "antidive" and "anti-squat" features on the axles, which efficiently prevent so-called "brake diving" and "squatting", have not been changed. The two springs on every rear wheel, the single spring on every front wheel and the damper are placed coaxially.

The new aluminium "Hermera" rims measure 8 ½" x 18" (fore carriage) and 13" x 18" (rear axle). The vehicle can be fitted with various sized Pirelli P Zero "Rosso" tyres. The Murciélago LP640 features 245/35 ZR 18 front tyres and 335/30 ZR 18 rear tyres. For sports use, especially on racetracks, Lamborghini provides optional Pirelli P Zero “Corsa” (Race) tyres. Pirelli P “Sottozero” (Sub zero) winter tyres are currently being developed.

Brakes and safety: optional ceramic carbon brakes

A super sports car such as the Lamborghini Murciélago LP640 ensures high safety levels.
The dual hydraulic circuit brake system equipped with a vacuum brake booster ensures considerable deceleration values. The self-ventilating front and rear brake disks measure 380 mm x 34 mm and 355 mm x 32 mm respectively. The control circuit of the four-channel anti-blocking system (ABS) with electronic brake control (DRP) and traction control (TCS) features a new characteristic curve. The system consists in an electro-hydraulic control unit and four speed sensors.

When particularly high braking performance is required, on request it is possible to equip the vehicle with 380 mm x 36 mm ceramic carbon brakes featuring six-piston brake callipers. Thus, less pressure needs to be applied to the brake pedal and the braking distance is reduced. Even in extremely demanding conditions there is almost no perceptible fading. Considerably reduced weight and superior lifetime represent two further advantages, as well as a captivating graphic design.

The new Murciélago LP640 also meets with even the most rigorous safety requirements. Thanks to the two front airbags (a 60-litre single stage air bag on the driver side and a 130-litre two stage airbag on the passenger side), the Murciélago LP640 complies with every international law in effect in terms of head-on and side crashes, impacts against posts, occupant safety, fuel supply integrity and flammability of materials. The luggage compartment also complies with childproof safety regulations.

Interior: even more exclusive and customised

The seats in the cockpit have undergone the most radical changes; more spacious and equipped with redesigned head restraints, the seats now ensure better comfort. The leather upholstery features lozenge-shaped stitching called "Q-citura". The same design is recaptured on the upholstery on the door panels, the panel between the seats and the engine compartment, and on the roof panel.

A new instrument panel has been developed with lights featuring a new graphic design, flanked by a new Kenwood car radio with a 6.5” widescreen monitor and DVD, MP3 and WMA player. An optional navigation system is also available.

Like its predecessors, the new Murciélago LP640 can be customised thanks to the special fittings and upholstery packages. For the first time, the renowned characteristic Murciélago Roadster asymmetric and driver-oriented fittings and upholstery are available for the Coupé, featuring a perforated leather driver’s seat and door panel.

Thanks to the "Privilegio" customisation program, any Murciélago LP640 can be transformed into a customised sports car. For example, the cockpit can be enhanced with an extremely refined carbon finish applied to the air conditioning control panel, the control lever console and the parking brake.

New Civic Type-R

2006-02-25T20:12:00.000+08:00

Here it is, the eagerly awaited Honda Civic Type-R Concept that will be presented next week in Geneva. This Concept should be very similar to the production 3-door version. In the Type-R and in this yellow livery it resembles a bad-ass car out the Mugen shop more than a "factory" Honda.

This car is based on the European version of the Civic, hence the hatchback form (damn hatch-loving, sedan-hating Europeans..). The Malaysian Civic (due next month) will not resemble this car at all - haha take that you lame Ah Bengs ricers! No more Civic 'Tyre-R's to spoil our roads!

The concept has the same 197bhp 2.0 liter i-VTEC engine of the previous Type-R. We still don't know if the production Type-R will have the same engine.

There are some rumours from the US that Honda is planning two 'hot' models - Type-R and Type-RR(OMG soo bloody corny!!), with the latter model being a more focused sports hatch, probably with a slightly more powerful engine and mildly tweaked suspension set-up.

All in all, the future of the Civic Type-R legacy looks very bright indeed. Kudos to Honda!

SL-Class Facelift (pt 2)

2006-02-25T19:08:00.000+08:00

Body and interior: Perfectly tailored for two

· Vario-roof: from coupé to roadster in just 16 seconds
· Boot: easier to load, increased capacity

When it comes to the design and development of open two-seaters, few, if any, car manufacturers can draw on such a wealth of experience as Mercedes-Benz. The SL-Class, which was launched in October 2001, is synonymous with the remarkable capacity for innovation which characterises the brand with the three-pointed star.

Vario-roof: from coupé to roadster in just 16 seconds

With the vario-roof, which had its world première in 1996 in the SLK-Class Roadster, Mercedes-Benz set new trends in the development of open-top motoring. At the touch of a button the folding hardtop turns the two-seater from an open-air summer roadster into a car for all seasons with the practicality and low noise level of a coupé. The Mercedes engineers have perfected the technology behind this brilliant idea in the SL-Class and have developed an even more space-saving concept in order to minimise the impact on the boot capacity. The transformation from roadster to coupé (or vice-versa) takes just 16 seconds.

Movement: folding mechanism for C-pillars, rear windscreen and boot lid

The vario-roof consists essentially of three moving elements, which are connected with one another by an elaborate folding mechanism:

· The dual-shell roof element in aluminium or (as an optional extra) glass
· The two C-pillars with inner and outer shells
· The rear windscreen with four-millimetre thick single-layer safety glass

As in the SLK Roadster the boot lid is also part of the system. Featuring a hinge function with seven joints and an integrated tubular frame, the lid tilts back automatically, allowing the roof elements to fold away fully into the load compartment. A two-piece, moving cover and two flaps which cover the area between the roll-over bar, side wall and boot lid on both sides, are also part of the vario-roof mechanism.

Those seeking a sense of freedom and openness with the roof closed can specify the optional glass variant of the vario-roof and treat themselves to a unique panoramic view. This optional extra creates a glass surface which extends from the windscreen over the whole roof and back as far as the rear windscreen.

The hydraulics: eleven cylinders and a high-pressure pump at work

Both the glass and aluminium variants are operated using the same remarkable and innovative folding mechanism. Consisting largely of die-cast aluminium painted black, it is located in the side walls of the bodyshell. A hydraulic pump and a total of eleven electrically-controlled hydraulic cylinders are used to operate the vario-roof. By either pulling back the redesigned aluminium-look switch on the centre tunnel or – when outside the SL sports car - pressing the button on the electronic ignition key, the driver sets in motion a process which can quite justifiably be described as a masterpiece of modern technology:

Phase 1 The fastenings on the roof frame and on the tubular frame of the boot lid are released. The roll-over bar is lowered, if necessary.

Phase 2 The boot lid tilts back. The rear side windows open. The front side windows slide down a few centimetres.

Phase 3 The "parcel shelf" folds away and the side covers fold out of the boot lid. The roof opens. The rear windscreen rotates around its own axis.

Phase 4 The roof, rear window and C-pillars disappear into the boot. The roll-over bar is erected, if it was in this position before the roof was opened.

Phase 5 The "parcel shelf", the tubular frame of the boot lid and side flaps are closed into place. The front side windows close again.

Boot: greater capacity, even easier to load

The rotational movement performed by the rear screen allows the curved surfaces of the roof and rear screen to lie close to each other in the boot. This gives the SL-Class a boot capacity of 235 litres (in accordance with the VDA measuring method) when the vario-roof is open – sufficient space for the luggage of most occupants. The vario-roof therefore only reduces the boot capacity by around a third (capacity when roof closed: 317 litres). The removable luggage cover, which increases the capacity of the boot by 22 litres to provide 339 litres of luggage space (more than any other vehicle in this segment) is included as standard with immediate effect. The luggage cover, which can be removed quickly and easily, not only increases the capacity of the boot, but also makes loading considerably easier and enhances usability.

The "Easy-Pack" system makes using the boot even more comfortable and convenient: when the roof is open, simply pressing a red button on the right-hand side of the boot panelling causes the folded vario-roof to tilt upwards by about 20 degrees, making the items of luggage stowed underneath easily accessible. When the luggage cover is closed again, another press of the red button returns the roof to its normal stowage position.

Additional operating comfort is offered by the optional remote boot-lid release system. Pressing the relevant button on the vehicle key, the boot lid or the interior panel of the driver's door triggers an electrical system which opens the boot entirely automatically. The opening process also causes the folded vario-roof to tilt upwards for easier access. Pressing the red button on the underside of the boot lid returns the vario-roof to its normal stowage position and then closes the boot lid.

Passive safety: everything one would expect from Mercedes-Benz

The occupants of the SL-Class are protected by the high-strength body structure as well as by two-stage airbags for both driver and passenger, head/thorax sidebags in the doors, integral seats, belt tensioners, belt-force limiters and the sensor-controlled automatic roll-over bar.

Engines and transmissions: More power, more enjoyment

· SL 350: new V6 engine with output of 200 kW/272 hp
· SL 500: powerful V8 with 285 kW/388 hp
· SL 600: V12 biturbo engine with extra power and torque
· Available as an option: 7G-TRONIC Sport with shift paddles for SL 350 and SL 500

The engine is the heart and soul of a sports car. In no other vehicle segment is the subjective quality of the driving experience dominated to such an extent by the powerplant. With this in mind, the Mercedes engineers have provided the new-generation SL-Class with three newly developed engines, each of which offers more output and torque than the corresponding predecessor model.

The SL-Class engine line-up comprises three powerplants with six, eight and twelve cylinders. The basic unit, the new V6 engine with 200 kW/272 hp and 350 newton metres of torque, is also offered in many other Mercedes-Benz passenger-car model series. Higher output with lower fuel consumption is the message from this advanced six-cylinder engine with a displacement of 3.5 litres, 24 valves and four continuously adjustable camshafts. Compared with the V6 used previously in the SL-Class, the new unit offers an extra 20kW/27 hp of output (an increase of about 11 percent) and consumes 10.3 litres of fuel per 100 km in the NEDC cycle – a good litre less than its predecessor.

The eight-cylinder engine in the SL 500 is a newly developed unit which has been providing the new S-Class with superbly assured performance since autumn 2005. With a displacement of 5.5 litres, the engine develops 285 kW/388 hp which represents an increase in performance of more than 26 percent compared with the previous V8. At 530 newton metres, its torque is also significantly higher – about 15 percent – than the maximum achieved by the previous engine. This high level of torque is available from 2800 rpm and remains constant throughout a wide engine speed range up to 4800 rpm, providing the ideal basis for powerful acceleration and fast intermediate sprints:

· The new generation SL 500 accelerates from zero to 100 km/h in 5.4 seconds and is therefore almost one second faster than the previous eight-cylinder Roadster.
· In third gear, the SL 500 accelerates from 60 to 120 km/h in just 5.0 seconds.

The newly developed eight-cylinder unit is the top powerplant in the new generation of Mercedes-Benz V-engines which was successfully introduced in mid-2004. Equipped with four valves per cylinder, continuously adjustable intake and exhaust camshafts, a two-stage intake module and tumble flaps in the intake ducts, the new V8 is one of the most powerful engines in its displacement class. Other technical highlights of the new eight-cylinder unit include special shifting camshafts. These reduce the pressure fluctuations in the exhaust tract which are inherent in the design and thus improve the engine's gas cycle significantly. The consequences of this measure include smoother running and higher torque in lower and medium engine speed ranges.

The new Mercedes eight-cylinder powerplant employs the latest lightweight construction principles, with an aluminium crankcase, low-friction cylinder liners of aluminium/silicon alloy, a forged steel crankshaft and weight-optimised connecting rods.

The fact that, at 12.2 litres per 100 kilometres, the combined NEDC fuel consumption of the SL 500 remains at the level of the previous model despite having higher output and greater torque is a clear endorsement of the advanced design and high-tech features of the new Mercedes eight-cylinder unit. With a specific fuel consumption of 233 grams per Kilowatt hour (g/kWh) when operating at peak efficiency, and 345 g/kWh at part-throttle (2000 rpm, 2 bar), the engine has easily the lowest fuel consumption in this displacement and output class.

V12 engine: advanced powerplant with sophisticated biturbo system

The twelve-cylinder engine of the SL 600 reflects the wealth of experience and expertise which Mercedes-Benz brings to the development of high-tech powerplants. The Stuttgart-based automaker is the world's largest manufacturer of V12 engines for passenger cars. This top-of-the-range engine has been revised for the new generation SL-Class: thanks to a new, far more efficient electronic engine management system, output has been raised by 12 kW/17 hp to 380 kW/517 hp. Maximum torque is also up by 30 newton metres to a new high of 830 Nm – and remains constant at this impressive level between 1900 and 3500 rpm.

With figures like these, it is clear that the SL 600 has ample resources to cope with every driving situation. It accelerates from 0 to 100 km/h in only 4.5 seconds and polishes off the 60 to 120 km/h sprint in 4.2 seconds. The maximum speed is electronically limited to 250 km/h. Combined NEDC fuel consumption is 14.3 litres per 100 kilometres. The V12 combines its impressive performance with exemplary smoothness and extremely quiet operation - ideal conditions for a refined, highly enjoyable driving experience.

Lightweight design: engine features aluminium and magnesium components

The crankcase of the twelve-cylinder engine is made from diecast aluminium while diecast magnesium is used for the cylinder-head covers. Fracture-split or "cracked" conrods made from high-strength forged-steel alloy, pistons made from a high-quality aluminium alloy, hollow camshafts of induction-hardened forged steel, a weight-optimised forged-steel crankshaft and a diecast aluminium sump feature among the other lightweight components of the engine which weighs just 263 kilograms and has a power-to-weight ratio of 0.71 kg/kW.

This exemplary lightweight design is complemented by the engine's equally impressive credentials with regard to its noise emissions and vibration characteristics. These qualities are inherent in the design of the new V12 unit: the V-angle of 60 degrees balances inertia forces and moments at source.

The space-saving positioning of the twin turbocharger turbines in the exhaust manifold maximises their efficiency. The compressed air flows through two engine-mounted water-cooled intercoolers located on the cylinder head covers. Depending on the engine load the air is cooled here by up to 100 degrees Celsius, so that its temperature and density are optimised for the combustion process. The water-intercoolers are integrated in a special low-temperature circuit. A demand-controlled, electric circulation pump transfers the heat between the water-intercoolers and the low-temperature cooler located in front of the engine which passes the heat from the water to the cooling air.

Sound design: newly developed exhaust systems for all three V-engines

The engine note has always been one of the defining characteristics of the sports-car driving experience. In order to add particular emphasis to the sporty character of the SL-Class, the Mercedes engineers have developed new exhaust systems for all three V-engines within the context of the model update measures. Their aim was to ensure that the updated models would have an emotionally engaging, dynamic engine note under load – when accelerating, for example – yet would still offer a high standard of long-distance comfort (one of the hallmarks of the SL) when cruising. Furthermore, all unwanted background noise was to be eradicated and emphasis given to those frequencies which are perceived as pleasant by the occupants.

Whether you are driving the SL 350, SL 500 or the SL 600 – it takes only a few kilometres to conclude that the measures which have been taken are a resounding success. At low revs, in particular, the SL engines are pleasantly sonorous and distinctive without ever becoming intrusive. The new sound design makes it possible to appreciate the exceptional potential of any member of the SL engine line-up, whatever the driving situation.

Exhaust emissions: all engines comply with the most stringent standards

The design measures taken to achieve this comprise new anechoic rear silencers with precision-tuned pipe perforations, centre silencers which function as Helmholtz resonators (SL 350 only) and a newly developed switchover valve between the left and right exhaust pipes.
Increased pipe diameters in the SL 350 and SL 500 as well as the optimised flow characteristics of the silencers result in lower exhaust counterpressure and thus contribute to the increased output. All the exhaust systems are made from particularly durable stainless steel and have full twin-pipe architecture.

The new catalytic converters, which are fitted on the firewall near the engine and feature a tri-metallic coating, make it possible to do away with the additional underfloor catalytic converters which were used previously. The new units reduce the exhaust counterpressure, reach their operating temperature more quickly, offer more efficient aftertreatment of the exhaust emissions and have greater resistance to aging. The emission control system used by Mercedes-Benz also features internal exhaust-gas recirculation with secondary air injection. All three model variants of the SL-Class fall well within the most stringent emissions limits which currently apply and have the potential to satisfy the standards planned for the future, too.

Transmission: 7G-TRONIC for smooth, responsive gear changes

The V6 and V8 models of the new generation SL-Class are equipped as standard with the 7G-TRONIC seven-speed automatic transmission, the only passenger car transmission of this type in the world. 7G-TRONIC incorporates numerous engineering innovations which, in conjunction with the state-of-the-art engines, provide enhanced acceleration and mid-range power, lower fuel consumption and greater shifting comfort. The S/C selector in the centre console allows the driver to choose between "Sport" and "Comfort" driving programs which modify the characteristics of not only the transmission but also the accelerator pedal.

Optionally available: 7G-TRONIC Sport for even faster shifting

An entirely new feature is the 7G-TRONIC Sport transmission which is available as an option for the SL 350 and SL 500; as well as offering a manual shift program, it features shift paddles mounted on the steering wheel. The "M" manual program is activated by pressing the S/C/M button on the centre console; in this mode, the seven gears can be shifted using the two motorsport-style shift paddles on the multifunction steering wheel – pulling briefly on the left paddle shifts down while the right paddle shifts up. In "M" mode, the system's electronics reliably maintain the last gear selected, even at full throttle. It is thus possible to make optimum use of the high pulling power of the V6 and V8 engines. However, depressing the accelerator fully triggers the kickdown function which causes the transmission to shift down in order to deliver maximum acceleration. Furthermore, 7G-TRONIC Sport reduces shift times by up to 30 percent in manual mode.

Transmission ratio: optimised thanks to wider overall spread

The special characteristics of the seven-speed automatic transmission are attributable to various different design features, the most important of which is the increase in the number of forward speeds from five to seven. This results in a wider overall ratio spread, while at the same time the ratios are also closer together than in the five-speed transmission. An optimal ratio can therefore be selected for virtually all driving situations. The fact that the electronic control unit has a greater number of ratios to choose from also reduces fuel consumption and increases smoothness. Depending on the driving situation, average engine speeds at 100 km/h are approximately twelve percent lower than with a five-speed automatic transmission. The optimal matching of engine speed to driving conditions means that the engine offers better fuel economy and also runs more quietly.

The Mercedes engineers have also made important advances in terms of the transmission's control logic: if the 7G-TRONIC transmission needs to shift down quickly through several gears – under kickdown, for example – a multiple downshift function comes into operation. Instead of changing gear sequentially, one gear at a time, the transmission shifts down by up to four gears at a time, depending on the driving situation, resulting in significantly faster shift times.

Extra comfort: torque converter lockup and torsional damper

The new seven-speed automatic transmission is fitted with a hydrodynamic torque converter with lockup clutch. Whenever possible, the lockup clutch creates a virtually rigid connection between the engine and the transmission shaft, thus preventing slip between the impeller and turbine, and thus power losses, in a wide range of operating situations. In the Mercedes-Benz seven-speed automatic transmission, the lockup clutch engages even in first gear, rather than only in the higher gears as on conventional automatic transmissions. For reasons of comfort, the torque converter lock-up clutch is slip-controlled and therefore engages very smoothly. Furthermore, the SL-Class has a new turbine torsion damper; this reduces vibrations, especially at low revs, and thus enhances comfort when operating in the partial load range.

Five-speed automatic transmission: also available with optional steering-wheel shift paddles

Power transmission in the SL 600 is handled by the proven five-speed automatic transmission. Thanks to the new, more efficient engine management system, it has been possible to develop a greater degree of differentiation between the "Sport", "Comfort" and "Manual" driving programs – which translates into a more compelling or more comfortable driving experience, depending on the driver's choice. Steering-wheel gearshift paddles which allow motorsport-style gear changing are available as an optional extra.

Mercedes-Benz SL-Class 2006 Facelift

2006-02-18T18:53:00.000+08:00

Synergy of dynamism and emotion

Four years on from its launch, the successful Mercedes-Benz SL-Class has undergone a number of enhancements, the most significant being in the areas of engineering, design and interior appointments. The engines, powertrain and chassis have been optimised to deliver a sportier response. As a result, the unique Roadster now offers an even more enjoyable dynamic driving experience while perpetuating the "SL legend" which has existed for over 50 years. New V6 and V8 engines, as well as an even more powerful V12 powerplant, deliver assured driving pleasure. Second-generation Active Body Control and the more direct steering add an impressive new dimension of sportiness to the handling without compromising the high level of comfort which is one of the hallmarks of the SL. The redesigned front, new rear light units and new light-alloy wheels reflect the more dynamic character of the revised SL even when it is stationary. New interior appointments as well as painstaking attention to the details of the new materials and colour schemes give the interior an even more luxurious look and feel. Shift paddles on the steering wheel – which form part of the optional 7G-TRONIC Sport package – underline the dynamic character of the enhanced SL-Class.

With an output of 285 kW/388 hp and 530 newton metres of torque, the newly developed V8 engine in the SL 500 offers everything that is expected of a powerful sports car. The eight-cylinder unit has a displacement of 5.5 litres and is one of the most powerful engines in its displacement class. The SL 500 accelerates from zero to 100 km/h in 5.4 seconds (predecessor model: 6.2 seconds). Despite the 26 percent boost in performance, the fuel consumption (NEDC combined) matches that of the predecessor model at 12.2 litres per 100 kilometres.

The six-cylinder engine in the SL 350 is another new unit. Although this 200-kW/ 272-hp V6 powerplant achieves fuel savings of over one litre per 100 kilometres, its output is 11 percent higher. The combined NEDC fuel consumption is 10.3 litres per 100 kilometres. The SL 350 accelerates from zero to 100 km/h in 6.6 seconds, making it more than half a second faster than the predecessor model.

At the top of the model range is the SL 600 with its V12 biturbo engine. The output and maximum torque of this unit have been increased to 380 kW/517 hp and 830 newton metres respectively. This twelve-cylinder engine accelerates the SL-Class from zero to 100 km/h in just 4.5 seconds (predecessor model: 4.7 seconds).

All three engine variants of the SL-Class have newly developed exhaust systems: the specially sound-engineered, powerful engine note has been tuned to enhance the driving experience while still offering exceptional comfort on even the longest trips. Mercedes-Benz equips the V6 and V8 models of the new SL-Class with the 7G-TRONIC seven-speed automatic transmission as standard.

7G-TRONIC Sport, which is available as an optional extra, allows shifting to be performed up to 30 percent faster in manual "M" mode; furthermore, this package features steering-wheel shift paddles similar to those used in Formula 1.

More dynamism and comfort: second-generation ABC

The ABC (Active Body Control) active suspension system (standard in the SL 500 and SL 600, available as an option for the SL 350), which is regarded as one of the milestones of automotive technology, has been refined even further for the new SL-Class. Compared with the predecessor model, body movements in dynamic driving situations have been reduced by up to 60 percent. This takes the SL-Class into a new dimension of handling dynamics, yet the Roadster still offers the same high level of comfort. A new steering set-up with a more direct ratio makes the SL-Class noticeably more responsive. In addition, the brake systems of the SL 350 and SL 500 have been modified to handle the increased engine output.

With subtle changes to the body design, the new-generation Mercedes-Benz SL-Class is ready for the future. A new bumper with three large cooling air intakes and a more pronounced V-shape as well as fog lamps with chrome surrounds emphasise the power of the two-seater and give it a wider look. These features are complemented by the newly designed, matt silver radiator grille with three louvres and chrome highlights. The side view is enhanced by new light-alloy wheels whose powerful design reflects the sporty character of the SL. New rear light units complete the styling measures: with their horizontal divisions and red/white clear-lens design, they accentuate the width of the muscular rear of the SL. The new body details harmonise perfectly with the widely acclaimed design of the SL-Class whose exciting and elegant lines are unique and unmistakable.

Interior: even more attention to detail

The Mercedes designers have also made only discreet changes in order to update the interior of the SL-Class. Measures taken to accentuate the characteristic combination of Mercedes comfort and sportiness include the use of softer leather upholstery, new interior colours, high-quality metal door sills with Mercedes-Benz lettering and embossed aluminium trim elements.

Other interior highlights characterised by their particularly attractive look and feel include classic, chronometer-style gauges housed within the redesigned instrument shroud with double topstitching, the new digital clock and the cover of the adjacent ventilation outlet, as well as the new aluminium-look switch for operating the vario-roof. The two-seater can be converted from a Coupé to a Roadster – and vice-versa – in next to no time. Opening or closing the folding roof, a glass version of which is available as an optional extra, takes just 16 seconds.

An even higher level of operating comfort than that offered previously is provided by the optional remote boot-lid release system which provides access to the boot at the touch of a button. The standard equipment includes the now removable luggage cover which increases the capacity of the boot by 22 litres to provide 339 litres of luggage space – more than any other vehicle in this segment. The luggage cover, which can be removed quickly and easily, makes loading the boot considerably easier and enhances its usability.

When it comes to individualisation, an even wider designo range is available to SL customers with immediate effect. For the first time, the new line-up includes two designo interior appointments packages offering an particularly attractive array of colours and materials. designo Edition I features a classic combination of colours while designo Edition II has a sporty character.
Success story: the original SL with gullwing doors made its debut in 1954

For over 50 years now, the Mercedes models bearing the famous "SL" designation have fascinated sports-car enthusiasts all over the world. The direct descendant of the original "Gullwing" SL which made its debut in 1954, the SL-Class echoes its design and perpetuates the incomparable success story of the model series. With a worldwide market share of 35 percent, the SL-Class is the clear market leader in its segment – a position which the model update will help to consolidate. The new generation SL-Class will have its world premiere at the Geneva Motor Show in February 2006; it will appear in the showrooms of Mercedes-Benz outlets and authorised dealerships from March 2006.

At a glance: The SL-Class model update

Exterior:
· Redesigned front section with more dynamic front apron, modified radiator grille with three louvres and fog lamps with chrome surrounds
· Rear light units with clear-lens design
· New 17-inch and 18-inch light-alloy wheels
· 19-inch five-spoke AMG light-alloy wheels*
· New AMG bodystyling*

Interior:
· New interior colour scheme
· Softer leather upholstery (SL 500 and SL 600)
· Redesigned shroud for instrument cluster
· Embossed aluminium trim elements
· Burr walnut trim elements with new grain pattern*
· Aluminium-look control switch for vario-roof
· Digital clock with new display and new cover for ventilation outlet
· Higher-quality metal door sills with Mercedes-Benz lettering
· Two new designo interior appointments packages*

Engineering:
· New V6 petrol engine with output of 200 kW/272 hp and 350 newton metres of torque (SL 350)
· New V8 petrol engine with output of 285 kW/388 hp and 530 newton metres of torque (SL 500)
· Uprated V12 biturbo engine with output of 380 kW/517 hp and 830 newton metres of torque (SL 600)
· New exhaust systems designed for a sportier sound
· 7G-TRONIC automatic transmission for SL 350
· 7G-TRONIC Sport with manual driving program and shift paddles on steering wheel (SL 350 and SL 500)*
· Shift paddles on steering wheel (SL 600)*
· More direct steering ratio
· Second-generation ABC (standard in SL 500 and SL 600, optional for SL 350)
· More powerful brake systems
· Removable luggage cover
· Remote boot-lid release system*
· Tyre pressure loss warning system
· Tyre pressure monitoring system*
*Optional extra

Design and model range: Refined sportiness

· Driven by a strong tradition: updated model continues the SL legend
· Exterior: discreetly updated design makes more dynamic statement
· Interior: higher quality and even greater perceived value
· Equipment/appointments: new options and designo interior packages

Since its debut in 2001, the fifth-generation Mercedes-Benz SL has now also established itself as a particularly desirable vehicle in every market. With its unique combination of compelling design, advanced technology and a strong character, it is able to win over drivers in all age groups. The "SL" model designation is synonymous with passion, emotion, driving enjoyment and the sheer thrill of travelling in a roadster – as, indeed, it has been for more than 50 years. Ever since the very first SL appeared in 1954, car enthusiasts all over the world have been captivated by this legendary Mercedes model series.

The new generation SL-Class resolutely perpetuates the SL legend and the unprecedented success story of the model series. With a worldwide market share of 35 percent, the SL-Class is the clear market leader in its segment. The model update measures in the areas of design, engineering, equipment/appointments and quality will help to extend this lead even further.

Design: modifications calculated to create a more dynamic appearance

Sparkling new looks yet still familiar – welcome to the latest generation of the SL-Class. Only a few details of the body which has won a whole series of awards were modified by the Mercedes designers in order to give it a more dynamic look. One such change concerns the front bumper: three large air intakes with a new design provide a visual indication of the power of the V6, V8 and V12 engines. By adding to the presence and width of the face of the SL, these distinctive openings visually lower the centre of gravity of the vehicle. New, oval fog lamps with chrome surrounds reinforce this effect and harmonise with the twin-headlamp face.

The noticeably more pronounced V-shape of the front bumper gives the Mercedes sports car a more energetic and powerful look, even when stationary. Now featuring three louvres instead of the previous four, the slightly higher matt-silver-painted radiator grille also looks more dominant. The louvres have a more substantial appearance and feature chrome highlights which contribute to the sense of exclusivity.

Light-alloy wheels: attractive designs in 17 and 18-inch versions

The side view of the new generation SL-Class is dominated by attractive light-alloy wheels with an updated 5-spoke design. The SL 350 and SL 500 have new 17-inch wheels while the SL 600 has 18-inch light-alloy wheels in an exclusive V12 design. Two new 18-inch wheels are available as an option for all three models. Featuring a high-sheen surface and deliberately technical styling, the wheels with the new 5-twin-spoke design look a size bigger thanks to their spokes which continue right into the rim well. The new 10-spoke wheels add a distinctly elegant touch with their rounded, flowing forms.

Modified rear light units enhance the muscular rear of the updated SL-Class. Their red and white lenses bring extra brilliance to the rear view of the SL-Class while their horizontal division creates an impression of greater width.

Awards: numerous prizes reflect the quality of the design

The numerous awards with which various media and bodies have recognised the SL-Class since 2001 testify to the unique status of the Mercedes Roadster. "World’s most beautiful automobile", "Deutscher Designpreis" [German design prize], "Aufregendstes Automobil" [Most exciting car], "Auszeichnung für höchste Designqualität" [Award for the highest design quality] or "1. Platz bei den Traumwagen" [Number-one dream car] are just a few examples of the international awards which the two-seater with the three-pointed star has received.

Quality: special attention to interior details for even greater perceived value

The discreet modifications continue inside the vehicle. By devoting great attention to detail, the designers have been able to increase the perceived value of the SL-Class even further. The characteristic combination of Mercedes comfort and sportiness has been given added emphasis within the context of the model update measures. New, even softer leather upholstery (standard in SL 500 and higher) not only improves seating comfort but also enhances the sense of quality. The high-sheen metal door sills with Mercedes-Benz lettering now have a new design. New, embossed aluminium trim elements with an attractive pattern (standard in the SL 350, available as a no-cost option for the SL 500) are pleasing to the eye and to the touch. Burr walnut wood trim elements with a new grain pattern are standard in the V8 and V12 models and are available as an optional extra for the SL 350.

Another enhanced-quality feature is the redesigned shroud with double topstitching which houses the instrument cluster with its classic, chronometer-style gauges. To the right is the digital clock with a new dot-matrix display for better legibility. In front of the clock, the cover of the ventilation outlet has also been redesigned. The control switch for the vario-roof now has a more user-friendly form and a metallic surface. The two-seater can be converted from a coupé to a roadster – and vice-versa – in 16 seconds. The vario-roof is also available in a glass version as an optional extra.
Interior: new colour scheme for a luxurious and sporty ambience

The interior colour scheme of the new generation SL-Class has also been completely revised. In addition to the familiar alpaca grey and pebble beige, customers now have the choice of three new leather colours (standard for SL 500 or higher): black, flamenco red and cognac brown. The adoption of black as the new contrast colour extends the scope of the colour scheme and creates a luxurious and sporty ambience. The SL 350 has black seats in combined leather/"Como" fabric and can be equipped with leather upholstery as an option. All model variants can be equipped with particularly luxurious Exclusive nappa leather appointments, comprising an all-leather finish for the dashboard, door panels, centre console and the area behind the seats; the roof lining is finished in Alcantara. Customers have always been offered a wide range of colour combinations with which to individualise their SL-Class and the choice has been extended even further in the context of the model update measures. There are now five different interior colours and twelve exterior paint finishes to choose from, meaning that SL customers now have no less than 60 different possibilities for individualising the colour statement made by their sports car.

Particularly scratch-resistant nanoparticle paint technology is standard

The SL-Class is equipped as standard with the substantially more scratch-resistant clearcoat based on nanotechnology. This innovative paint system, which was introduced first by the Stuttgart-based automotive brand, is used in both metallic and non-metallic paint finishes. Remarkable advances in the area of nanotechnology have allowed tiny ceramic particles - each less than a millionth of a millimetre in size - to be integrated into the molecular structure of the binding agent. The nanoparticles provide a three-fold improvement in the scratch resistance of the paintwork and ensure visibly enhanced gloss over an extended period of time.

designo: even greater choice with new Edition interior packages

SL customers who wish to individualise their vehicles further can call on an even wider designo range with immediate effect. Ever since it was launched more than ten years ago, the high-quality designo range has become increasingly popular, especially among customers of the Mercedes-Benz SL-Class who like to use this unique range of individualisation options to add a particularly personal and exclusive dimension to their roadster.

Twelve different designo metallic paint finishes featuring particularly scratch-resistant nanotechnology can be combined with twelve single-tone or twelve two-tone designo leather upholstery finishes – with the result that there are practically unlimited possibilities for customers to turn their personal preferences into reality. A new feature is the designo logo on a high-quality metal badge set into the seat backrests. The designo Exclusive leather appointments have been enhanced substantially: leather appointments in the selected designo colour now cover not only the seats and the door centre panels, but also the lower part of the dashboard, the lower parts of the door panels, the rear shelf panelling and the centre console. Additional appointments available include designo Alcantara in anthracite, alpaca grey or pebble beige for the vario-roof lining as well as the A and C-pillars.

With regard to the designo wood trim elements, customers can choose between three variants:
· maple grain stained in designo natural or designo umber
· designo matt natural oak grain – a new, attractive wood trim
As unique as ever, the designo stone trim elements made from genuine granite are available in two versions for the SL-Class:
· Labrador blue pearl
· black Star Galaxy

Furthermore, for the first time, two designo interior appointments packages offering an extremely attractive combination of colours and materials are available for the SL 350 and SL 500.
designo Edition I features a classically elegant combination of colours and comprises:
· leather appointments in cashmere beige
· trim elements in designo matt natural oak grain
· front armrest lid in designo black leather
· designo black leather selector lever
· instrument-cluster shroud in designo black leather
· Alcantara roof lining in anthracite
· lower section of dashboard in cashmere beige
The designo Edition II appointments package has a sporty character and comprises:
· leather appointments in designo basalt grey
· trim elements in black carbon fibre
· front armrest lid in designo black leather
· designo black leather selector lever
· instrument-cluster shroud in designo black leather
· Alcantara roof lining in anthracite
· lower section of dashboard in basalt grey

AMG optional extras: even more powerful and dynamic looks for the SL-Class

The SL-Class can be given an even sportier character by means of two optional extras from Mercedes-AMG: AMG bodystyling and AMG light-alloy wheels. AMG bodystyling comprises front and rear aprons as well as side skirts and has the characteristic AMG design: at the front, the redesigned bumper with the large cooling air intakes and oval fog lamps with chrome surrounds makes a particularly powerful statement – and gives the new generation SL-Class an even more muscular appearance. The side skirts pick up the design of the front apron with their distinctive styling and create a link to the rear apron. The striking rear bumper with its black insert provides a satisfying conclusion.

Another particularly sporty touch is added by the AMG 5-spoke light-alloy wheels. Painted in sterling silver, they are now available as 19-inch wheels for the first time as a factory-fitted option. With their wide 255/35 (front) and 285/30 (rear) tyres, they fill out the wheel arches perfectly and give the SL-Class a decidedly dynamic look. Moreover, they also enhance the handling characteristics even further. AMG bodystyling and the distinctive AMG light-alloy wheels are available for all three model variants of the Mercedes-Benz SL-Class.

Optimum transport solution: high-quality bag for area behind seats

Mercedes-Benz Accessories GmbH offers the ideal travelling companion for those long trips in the form of a bag which has been specially developed and designed for the SL-Class. This elegant piece of luggage is matched precisely to the dimensions of the SL-Class and thus makes optimum use of the luggage shelf. The base of the bag is raised slightly in the middle to allow it fit snugly and securely over the centre tunnel of the Roadster.

In addition to the standard black/black colour scheme, the rear-shelf bag will be offered in future in the three most popular colours of the original leather upholstery of the SL-Class, each colour being used in combination with black ballistic nylon. Furthermore, the customer can make a special request for the bag to be made from any other original leather upholstery so that it is a perfect, harmonious match for the interior of his or her vehicle. Thanks to the integral retaining loops made from hard-wearing nappa cowhide, the bag can be secured particularly effectively with the optional luggage strap system. The intelligent interior layout of the bag allows it to be packed in many different ways to provide optimum protection for valuable items.

Enhanced even further: standard equipment of the new generation SL-Class

Overview of the comprehensive standard equipment of the SL-Class (selection):
· 7G-TRONIC automatic transmission (SL 350 and SL 500)
· Active Service System ASSYST
· Adaptive brake lights
· Adaptive front airbags
· Aluminium trim elements
· Anti-lock braking system (ABS)
· Anti-theft alarm system
· Automatic child-seat recognition
· Automatic climate control
· Belt tensioners and belt force limiters
· Brake Assist
· Central displays in instrument cluster
· Central locking with remote control and crash sensor
· Cruise control with SPEEDTRONIC variable speed limiter
· Cup holders
· Draught-stop
· Electronic Stability Program (ESP)
· Exit lights in the doors
· Extended central locking incl. closure/opening of vario-roof and side windows
· Fog lamps
· Head/thorax sidebags in the doors
· Headlamp Assist
· Headlamp cleaning system
· Integral seats, electrically adjustable
· Light-alloy wheels
· Memory function for seats, steering wheel and mirrors
· Multifunction steering wheel
· Nanoparticle paint finish
· Outside temperature display
· Power windows
· Pre-installation for carphone
· Rain sensor
· Remote boot-lid release system
· Removable luggage cover
· Sensor-controlled roll-over bar
· Speed-sensitive power steering
· Steering column, electrically adjustable
· Steering wheel with automatic entry/exit assistance
· Tinted glass
· TIREFIT with electric compressor
· Touchshift
· Trip computer
· Tyre pressure loss warning system
· Vario-roof
· Wide tyres, size 255/45 R 17
· Xenon headlamps

Additional standard equipment in SL 500 (selection):
· Active Body Control
· Automatically dimming interior mirror and driver's side exterior mirror
· Burr walnut trim elements with new grain pattern
· Heated seats
· Leather upholstery
· Metallic paint

Additional standard equipment in SL 600 (selection):
· 18-inch light-alloy wheels
· Active Body Control
· Automatically dimming interior mirror and driver's side exterior mirror
· Bi-xenon headlamps with headlamp cleaning system, dynamic range adjustment and cornering light function
· Burr walnut trim elements with new grain pattern
· CD changer
· Centre door panels in ruffled leather
· COMAND APS with DVD navigation system, radio and telephone keypad
· Heated seats
· Leather upholstery
· Metallic paint
· PARKTRONIC
· Surround sound system
· V12 lettering on front wings
· V12 logo on head restraints and floor mats
· Wide tyres, size 255/40 R 18 at front, 285/35 R 18 at rear
· Wood/leather steering wheel and selector lever

Principal optional extras at a glance:

· 7G-TRONIC Sport automatic transmission with manual driving program and steering-wheel shift paddles (SL 350 and SL 500)
· Active Body Control (SL 350)
· AMG 19-inch light-alloy wheels
· AMG bodystyling
· Bi-xenon headlamps with headlamp cleaning system, dynamic range adjustment and cornering light function (SL 350 and SL 500)
· Burr walnut trim elements with new grain pattern
· Carphone
· designo Edition interior appointments packages
· designo range
· DISTRONIC proximity control
· Exclusive nappa leather upholstery
· Heated steering wheel
· KEYLESS-GO
· LINGUATRONIC voice-operated control system
· Luxury seats including ventilation and heating function
· Multicontour backrest
· Multicontour seats
· Panoramic vario-roof
· Remote boot-lid locking
· Run-flat tyres (MOExtended)
· Shift paddles with manual driving program (SL 600)
· TV receiver
· Tyre pressure monitoring system

*More details later.

More Pics of the MP4-21

2006-02-14T21:23:00.000+08:00

These are a few more pics of the new McLaren car, taken from their practice session in Valencia.

New Lotus Exige S

2006-02-14T17:06:00.000+08:00

Breathtaking performance from the fastest accelerating Lotus ever to come off the production line

Summary

A small lightweight sportscar weighing just 935 kg (2057 lbs), powered by a 162.5 kW (218 hp, 221 PS) high revving supercharged engine, giving a zero to 100 km/h time of just 4.3 seconds (0 – 60 mph in 4.1 seconds). It comes straight off the production line and isn’t an “aftermarket special”.

-Is this the quickest ever real-world production car?

-It is certainly the quickest Lotus production car - so far!

The Lotus Exige S is the latest addition to the Exige range and is a real sportscar that redefines the term “Extreme Performance”. With 90.5 kW / litre (121.4 hp / litre, 123 PS / litre), it is one of most powerful production cars in the world for its engine size but most importantly it has full type approval for all the markets in which it will be sold. The Lotus Exige S is not a limited edition, nor is it an aftermarket special – it is manufactured from start to finish in the world leading and award winning Lotus Manufacturing facility at Hethel, Norfolk.

Because the basic car is so immensely strong but lightweight (935 kg, 2057 lbs), giving a power to weight ratio of 173.8 kW/tonne (233.2 hp/tonne, 236.4 PS/tonne), performance is phenomenal, with 100 km/h being reached from a standing start in 4.3 seconds (0 – 60 mph in 4.1 seconds) and 160 km/h (100 mph) being reached in 9.98 seconds (estimate) before topping out at 238 km/h (148 mph). Inspite of this phenomenal performance the fuel economy is impressive with an official combined figure of 9.1 litres / 100 km (31.0 mpg) - extra urban is an impressive 7.2 litres / 100 km (39.2 mpg). Lotus believes that there is no car on sale anywhere in the world that has such good performance combined with such good fuel economy! Not that many customers will be buying this car principally for its fuel economy!! Being a Lotus, straight-line performance is not the most important factor, but every day driving on normal roads, or around a circuit is. There are very few cars on sale today that can match the speed, agility and safety of the Exige S in both day to day and track or circuit driving.

However the Exige S is not just a track day warrior. It is a sportscar that would be at home on the back roads, freeways and autobahns, as well as on city streets. With an extremely "torquey" engine and the classic Lotus suspension set-up of soft compliant springs and firm controllable dampers, the driving experience is an uncanny combination of telepathic-like handling with a taught and comfortable ride. There is really no car that handles quite like a Lotus.

Clive Dopson, Managing Director of Lotus Cars says, “The Exige S represents the ultimate “extreme” production Lotus, with performance that trumps other supercars costing twice or even three times as much. That it does so with the fuel economy of a family hatchback, stands as a testament to the Lotus concept of performance through light weight. Its an unbeatable package and an unbeatable drive.”

The Lotus Exige S in more detail

The Driving Experience

For what is probably the quickest “real world” production car, the driving experience has to be pretty special. The lightweight composite seats with ProBax technology hug the driver and passenger giving the right amount of support and security to cope with acceleration, braking and cornering forces of well over 1 g. The steering wheel is a small off-centre leather clad unit (both the airbag wheel and the non-airbag wheel) and is set in just the right position for comfort, driver dexterity and feedback. The gear stick is located just 15 cm (6 inches) from the steering wheel for quick, accurate and safe gear changes and the lightweight steel and aluminium pedals are located in just the right position for heel and toeing. The Lotus Exige S doesn’t have a multitude of user adjustment to the wheel or seat position – Lotus believes that the driving position is pretty close to perfect anyway!

What does acceleration feel like in a Lotus Exige S? First of all the feeling of acceleration is mildly addictive. Few vehicles, aside from racing cars, motorbikes and extreme theme-park rides, can pull this amount of g-force under acceleration, braking and cornering. This gives a safe, but fun (even exhilarating) experience that you can only get from such a finely honed sportscar.

The Engine

The heart of the Exige S is a Roots-type supercharger and air to air intercooler attached to the tried and tested 4-cylinder, 1.8 litre 2ZZ-GE VVTL-i engine. Using a development of the supercharger and intercooler package developed first for the already legendary Lotus Sport Exige 240R, the Exige S has peak power of 162.5 kW (221 PS, 218 hp) at 7800 rpm, 215 Nm (158.6 lb ft) of torque at 5500 rpm (but 80% is produced at just over 2000 rpm). Maximum engine speed is 8000 rpm (8500 rpm transient for up to 2 seconds). 162.5 kW (218 hp, 221 PS) is the figure that has been achieved by Lotus Engineers whilst retaining full vehicle type approval for the markets in which it is sold.

A slightly redesigned air intake and roof scoop has been added to the Exige S to ensure that the air to air intercooler works as efficiently and effectively as possible in all climates and environments.

A single oval exhaust exits from the centre of the undertray.

Aerodynamics is the key

The Lotus Exige S uses the same aerodynamic package as the standard Exige. Like all Lotus cars, the Lotus Exige S isn’t all about straight-line performance.

The Lotus Exige S is one of the quickest cars on normal roads and also around a circuit. Key to this incredible performance is the aerodynamic package, which creates 41.2 kg (90.64 lbs) of downforce - 19.3 kg (42.46 lbs) at the front and 21.9 kg (48.18 lbs) at the rear - at 160 km/h (100 mph). This downforce ratio between front (47%) and rear (53%) is balanced and remains constant at the speeds of which the Exige S is capable.

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This class leading aerodynamic package is provided through the contribution of the following components:

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Completely flat underside of the car – provided by the elegantly simple, strong yet light weight extruded and bonded aluminium tub

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Anodised rear diffuser which helps promote the “Venturi effect” underneath the car

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Deep front splitter, which sits just 108 mm (4.3 inches) from the ground (giving just enough ramp angle clearance) whilst still maintaining the aerodynamic properties and, of course, the aggressive stance.

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Fixed rear wing that is set at the optimum 11.5 degree angle for the best compromise between downforce and drag.

The Legendary Chassis and Body

The Lotus Exige S is built around the revolutionary and award winning extruded and bonded aluminium tub, with a light weight steel rear subframe, as used in the Exige. The chassis tub itself weighs just 68 kg (150 lbs) and has a stiffness of 10,500 Nm per degree.

The body of the Lotus Exige S remains unchanged from the Exige, as it is already a winning formula that is both effective and stunning to look at.

However, the key body components of the rear wing, front splitter and side air intakes are body colour coded to differentiate it from its naturally aspirated cousin.

Closely Related to the Lotus Sport Exige GT3.

At the end of 2005, Lotus developed and built the Lotus Sport Exige GT3 to suit the new FIA GT3 sportscar championship regulations. Weighing in at just 750 kg and producing around 285 hp, the Lotus Sport Exige GT3 is suitable for this new power to weight ratio racing.

The Lotus Sport Exige GT3 also uses a Roots type supercharger, an air-to-air intercooler (both are race prepared) and the 1.8 2ZZ-GE VVTL-I engine. The base engine and supercharger system is identical in the Lotus Exige S.

So with the Exige S acting as the base, a competitive GT3 sportscar has been successfully developed!

Engine Down-Sizing is key to the Exige S

One of the key demands of the automotive industry is to produce engines with not only low emissions and good fuel economy but also extremely good performance. These two demands for performance and economy are not normally compatible unless there is a significant change in the engine development strategy.

Lotus Engineering’s Powertrain Division, has been conducting extensive research into “engine downsizing”. Engine downsizing is the concept of using advanced technologies to enable a small engine to produce the power and torque of a much larger engine, with the obvious reduction in weight, fuel consumption and emissions.

Lotus has recognised that there are changing market and legislative demands in this area, and has developed a solution to the problem: supercharging a high compression ratio and high speed engine.

Lotus Engineering had to ensure that there were minimal changes to the normally aspirated 2ZZ-GE engine, which arrives fully dressed from Toyota for the Exige and the Elise 111 R. The lightweight 2ZZ-GE engine, with a compact metal matrix composite alloy cylinder block, is a perfect unit on which to conduct the necessary research, as it runs to a high 8500 rpm, with a very high compression ratio of 11.5:1. The only changes needed to be made to the engine were the addition of a low pressure supercharger (and the longer drive belt that this requires), the intercooler and a new intake manifold, plenum and induction system.

An electronic drive-by-wire throttle ensures the quickest engine response possible whilst keeping the emissions clean and as low as possible, to meet relevant legislative demands.

The Roots-type supercharger (with a sealed-for-life internal mechanism meaning that it does not require the use of the engine’s oil) is run from the crankshaft, and has an integral bypass valve for part load operation.

Charge air (air under pressure from the supercharger) is cooled through an air to air intercooler (the cooling air enters via the redesigned roof scoop) before being fed into the engine itself. All charge air ducting has been kept as short as possible with large diameter pipes making sure that the bends in these ducts are not too tight, to the benefit of throttle response and efficiency.

The whole vehicle has been tested extensively around the world in hot and cold climates as well at renowned proving grounds and testing facilities.

The Lotus T4e Engine Management System.

The Lotus T4e Engine Management system is used in the Lotus Exige S. This engine management system has been programmed to optimise the supercharged engine.

The lightweight C64 six-speed gearbox (with an aluminium casing) is fitted with the closest ratios and gearset afforded by the transmission. The gearbox offers a fast, precise and light gearshift, ensuring drivers have total control and flexibility to apply the power exactly as and when required.

Equipment and Options

ProBax Seats
ProBax seats help to significantly improve the postural position of the driver and passenger by maintaining the natural curvature of the spine, so improving comfort and improving the body’s blood flow.

Touring Packs
The Touring Pack includes electric windows, black suede effect interior with leather highlights, full carpet set, high specification DAB Radio and CD/MP3 player, sound insulation, auxiliary front driving lamps and interior stowage net.

The Super Touring Pack includes the contents of the Touring Pack plus an upgraded interior trim with driver and passenger airbags, high specification leather covered steering wheel, front speakers located in the fascia top panel, engine start button, trinket tray stowage unit, cup holder, leather handbrake sleeve, leather handbrake gaiter and gear shift knob and embroidered logo premium floor mats.

Sports Packs
The Sports Pack includes switchable Lotus Traction Control (LTC) - see later for a full explanation of LTC. In addition, it is equipped with sports seats and a T45 steel roll-over hoop and harness bar for the aftermarket fitment of four point harnesses for track use only.

The Super Sports Pack includes the contents of the Sports Pack plus black coloured ultra lightweight seven-twin spoke forged (6.5J front, 7.5J rear) alloy wheels (giving an unsprung weight saving of 2.7 kg (6 lbs) for each front wheel and 1.3 kg (2.8 lbs) for each rear wheel – compared to the already lightweight cast wheels), track suspension with Eibach springs and Bilstein one-way adjustable dampers – with a single adjuster for bump and rebound – and adjustable ride height), adjustable front anti-roll bar and a double-shear rear traction control arm brace.

Stand alone options

Lotus Traction Control and Limited Slip Differential
A switchable Lotus Traction Control System (LTC) is available for the Exige S. The LTC works through the Lotus T4e Engine Management System to reduce power when required to maintain traction. Unlike many traction control systems, LTC has been tuned to complement the skills of the driver without taking over. The Lotus LTC is active above 8 km/h (5 mph) and operates much more quickly than many brake based systems. The system can be deactivated with an illuminated button, which is located adjacent to the gear lever. A Torsen type limited slip differential (LSD) is also available for tight and twisty driving (such as in auto tests). The LSD is only available if LTC has been specified and is not available by itself.

Air-conditioning
Air-conditioning is available as a cost option (standard in some markets) and weighs in at a featherweight 15 kg (~33 lbs).

A Comprehensive Range of Colours
The range of colours, from standard solid shades to metallic and fashionable lifestyle colours is available. Colours include black, shades of silver, shades of blue, a vivid Aspen White, non metallic British Racing Green, a hot Chilli Red, a high metallic Solar Yellow and a harmonious Autumn Gold.

The total number of colours available is 20, excluding the bespoke custom colours.

Market Positioning and Pricing
The Lotus Exige S, being a fully homologated vehicle for the markets in which it is sold, introduces a more powerful and higher performing series production variant of the Exige to the market. The rest of the Exige range consists of the 141 kW (189 hp, 192 PS) Exige, the Lotus Exige Cup 190 and its supercharged variant the Exige Cup 240 (both of which are developed and converted by Lotus Sport, the performance arm of Lotus Cars) and the Lotus Sport Exige GT3 (developed and built by Lotus Sport specifically for the FIA GT3 championships).

The Lotus Exige S is priced at:

UK: £33,995 including VAT (Manufacturer’s Suggested Retail Price)
Mainland Europe: 44,147 Euros excluding individual market taxes (Manufacturer’s Suggested Retail Price)
Japan: JYP 6,909,000 including tax (Manufacturer’s Suggested Retail Price)
Malaysia: POA

Official Pictures of the McLaren MP4-21

2006-02-11T19:04:00.000+08:00

My apologies for the previous post on the McLaren MP4-21. That icky orange paintjob turned out to be just an intermediate design, before the real one is officially unveiled. Oh thank God!!

McLaren unveiled its striking new car livery to the team and Mercedes-Benz employees on Friday evening.

The MP4-21 sports a black and red paint scheme with a distinctive chrome surface coating.Pretty damn cool, eh?

The sidepods of the car bear allegiance to whisky brand Johnnie Walker, the team’s primary sponsor this year pending the arrival of Vodafone as title sponsor in 2007.

“A lot of research and months of work have gone into creating this unique chrome finish,” said McLaren marketing managing director Ekrem Sami.

“We are always looking at innovative ways to allow our sponsor partners to differentiate their brands from the competition through their partnership with the team, and this unique livery is designed to be extremely photogenic.
“Team McLaren Mercedes had the highest audited ‘Share of TV Voice’ in 2005 – and we hope that this new identity will contribute to us retaining that status.

“When we created our previous livery in the mid-1990s we established what we believed then was an innovative and groundbreaking new identity for McLaren Mercedes,” continued Sami.

“What we have launched today is as revolutionary and we hope it will be the foundation of the team’s livery for many years to come.”

Drivers Kimi Raikkonen and Juan Pablo Montoya were among the guests at Friday evening’s function, and both were suitably impressed.

“I have only seen illustrations of the new livery until now but they do it no justice,” said Raikkonen.

“It looks fantastic and should create a bit of a stir when we drive it on tracks around the world.

“If we can make the car as fast as it looks then we will be in good shape.”

Montoya added: “Wow! What a beautiful looking car.

“I have obviously been testing the MP4-21 quite a bit already but seeing the car like this is something else.”

McLaren is hoping to repeat the experience of 1997, the last time it introduced a major livery change, when it won on its first outing in the silver colours of tobacco brand West at the Australian Grand Prix.

Team WilliamsF1 2006

2006-02-08T18:02:00.000+08:00

WilliamsF1. No longer BMW Williams F1, as BMW has gone on their own, buying over the Sauber Team, Creating the BMW Sauber F1 Team. Well then, having Cosworth as their engine partner is both good and bad. With the new V8 engine rule, Cosworth is said to have an advantage as they have vast experience in developing engines of that particular configuration. But the thing is, they have been out of Formula 1 for a considerable amount of time, and some say they have lost the touch of it. Time will tell..

Most people involved in the intimacies of Formula One place great value in the principle of stability in the technical regulations - from the rule makers themselves to their intellectual adversaries, the design engineers. Routine changes to the rules that govern the sport cost money and, from an engineer’s perspective, changes normally imply more restriction and less freedom to innovate, to exploit new materials or to pursue a promising development break. Generally, then, rule changes are the stuff of nightmares to most ambitious Formula One designers.

Unique 'Bee-Sting' design

However, at a more forensic level of analysis, change to the technical regulations could actually be considered the engineer’s friend. With convergence of technological infrastructure between competing Formula One teams and the reduction in latitude for genuine innovation imposed by tighter regulations, the engineering initiative is now largely process-driven. Teams are all working at the very margins of improvement, albeit tenths of a percent in downforce gain or nominal improvements in mass transfer or centre of Gravity. Shifting the battle to one that is process-driven means that the team that gets its small increments of improvement to its race car the quickest, and in the most reliable way, will win.

So the 2006 regulations, which have defined the development of the FW28, represent in many ways one of the occasional opportunities that come knocking on an engineering department’s door, presenting a step change in a number of key design areas, which in turn promises a rich, rewarding and unpredictable season in prospect.

Clearly the biggest transition is the shift away from 3.0L V10 motive power in favour of 2.4 liter V8, and in Williams’ case, the new partnership with Cosworth. With the associated power losses all teams will encounter, everyone is facing a demand for higher aerodynamic efficiency to help compensate. In the case of the FW28, this became a fundamental design parameter for the car and is reflected in many ways across the aerodynamic strategy of the car, visible particularly in the design of the rear wing with its decambered tips. The target here was to maintain downforce while shedding drag at the wing tips. Additionally, a tall sidepod concept was adopted which allowed an even larger undercut and therefore smooth and efficient air flow to the rear of the car.

While designers have been forced to grapple with recouping power losses through aerodynamic efficiencies, the FIA dealt another blow to designers by imposing a new restriction on bodywork to the front of the car, removing the bottom parts of any forward barge boards and, in the process, dramatically altering flow dynamics around the front of the car. The response in the Williams design office has been to pursue a zero keel option to the management of the front wishbones. This area of design has been one of fundamental contention and revision across the Formula One paddock, but the zero keel solution now clearly provides the most efficient aerodynamic solution, as shown by McLaren with their massively fast MP4-20 in the 2005 season. In addition, the team has progressed the cascaded front wing, trialled successfully in the last two Grands Prix of 2005.

The revised three part qualifying format, essentially with the first two elements on low fuel and the final session based on race fuel, has had major implications for the approach to 2006 race strategy and in turn, with the design and all-important capacity of the fuel cell. Equally, the regulators decision – after a season of outlawing the practice – to re-enshrine tyre changes has a clear line of influence over the design of the elements of the car that respond to the changing parameters of tyre wear, fundamentally in relation to the mechanical set-up of suspension elements and weight distribution.

Williams have turned to Bridgestone for 2006

If the external factors were not sufficient to keep the design office at Williams busy with the incarnation of the FW28, the technically motivated switch to Bridgestone tyres (which the team last raced in 2000) has demanded a complete revision of weight distribution across the car and a re-formatting of suspension geometry in order to harmonise the dynamic characteristics of the FW28 with the qualities of the Bridgestone tyre. Technical Director, Sam Michael, commented, “The FW28 has been a large departure from previous Williams’ designs due in part to new aerodynamic efficiency targets, but also the mechanical challenges of changing to Bridgestone tyres and Cosworth’s v8 engine. It has been a really interesting car to design and I believe that will continue to be the case during its development in 2006.”

The shift to Cosworth has been another fundamental element in the genesis of the FW28. The development of the CA V8 has been characterised by an open and culturally convergent philosophy between the two organisations, which has been nothing short of positive and productive. As Alex Hitzinger, the architect of the CA V8 reflected, “We both have something to prove this year and this is when we will be at our best.”

Alongside the new V8 powerplant in the drivetrain design strategy has been the progression of Williams seamless shift technology which is anticipated to come on stream in the early part of the 2006 season. This seven-speed continuous torque gearbox owes much of its development progression to the joint validation work conducted on Cosworth’s dynos in Northampton, indicative of the depth and strength of the technical partnership. Seamless transmission can be worth up to 0.4 seconds over the course of an average racing lap. Alas, BAR Honda tried a system similar to this a few years back and that were deemed illegal by the FIA. Still, Project Director Sam Michael is confident this system will be the norm among the grid in 2006 or later.

The team has progressed the development of the FW28, together with the input from its technical partners, with an added degree of relish over the winter. Although not openly admitted, the extra challenge presented by the rule changes has galvanised the engineers into a mood of positive engagement. This is, in fact, where Williams should be at its best. For Sam Michael the objective is clear, “The FW28 has a lot resting on its shoulders as it must re-establish Williams at the sharp end. There are many good teams in Formula One now and how to beat them is simple – design a faster car.”

Fundamental rule changes and new technical partnerships with Bridgestone & Cosworth all equate to a heady cocktail for the Williams design team to tackle. However, the FW28 is a first design for Sam Michael’s new combination of Chief Aerodynamicist, Loic Bigois and Chief Designer, Jörg Zander. For the first time too, the design team has had the benefit of two onsite wind tunnels dedicated to the new car from the outset and while nothing is meaningful until one Sunday in early March, certainly the circumstances of the FW28’s genesis could not be better for Williams, nor indeed could the response from its creators.

WilliamsF1 FW28

Chassis construction: Monocoque construction fabricated from carbon aramid epoxy and honeycomb composite structure
Front suspension: Carbon fibre double wishbone arrangement, with composite toelink and pushrod activated torsion springs
Rear suspension: Wishbone and pushrod activated torsion springs and rockers
Transmission: WilliamsF1 seven speed seamless sequential semi-automatic shift plus reverse gear in a aluminium maincase with Xtrac internals, gear selection electro-hydraulically actuated
Clutch: Carbon plate
Dampers: WilliamsF1
Wheels: OZ forged magnesium
Tyres: Bridgestone Potenza, F 350mm wide, R 375mm wide
Brake system: 6 piston AP calipers all round, Carbon Industrie carbon discs and pads
Steering: WilliamsF1 power assisted rack and pinion
Fuel system: ATL Kevlar-reinforced rubber bladder
Electronic systems: Integrated chassis & engine electronic systems developed by WilliamsF1 & Cosworth
Fuel & lubricants: Fuel by Petrobras, lubricants by Castrol
Cooling system: Marston oil, water, hydraulic and gearbox radiators
Cockpit: Driver six point safety harness with 75mm shoulder straps & HANS system, removable anatomically formed carbon fibre seat covered in Alcantara. Safety Devices extinguisher systems

Dimensions

Weight: 605kg with driver, camera and ballast
Wheelbase: 3100mm
Overall length: 4500mm
Overall height:950mm
Overall width: 1800mm

Cosworth CA2006

Configuration: V8 Vee Angle: 90deg
Number of valves: 32
Capacity: 2398cc
Power Output: 'more than 700bhp'
Construction: Aluminium cylinder block and heads, cast at Cosworth’s foundry. Aluminium alloy pistons, steel crankshaft
Engine Electronics: Pi/Cosworth
Spark Plugs: Champion
Weight: 95kg (FIA defined Centre of Gravity)

Driver Lineup is pretty interesting.. Mark Webber is retained while Nick Heidfeld has left to join BMW. In his place is Nico Rosberg, son of Keke Rosberg, the 1982 F1 World Champion with Williams.

Team McLaren Mercedes 2006

2006-02-06T16:13:00.000+08:00

The 2006 season is coming soon, and as an avid Formula One fan I'll be posting team details, starting with my favourite team, Team McLaren Mercedes.

This is their latest challenger, the all-new MP4-21!!

Under covers

Out under testing for the first time in Barcelona

Okay, first of all, it's friggin' orange! As West is no longer the main sponsor of the team(some crap about banning of tobacco advertising in EU), the team changed their liveries.. The good ol black n' silver paintjob that made previous McLarens the best looking cars on the track is now gone, replaced by this icky orange look. Damn Johnnie Walker(the current main sponsor) for having orange as their company colour.

Rear details

Front wing

The front wing on the new car harks back to the low, narrow design used on the ill-fated MP4-18 and MP4-19B.

The MP4-19B

I much prefer last year's nose design, it looked very smooth and sophisticated. But hey, if the engineers say the new one is better, who am I to complain eh? At least the gorgeous 'wings/horns' are still there, albeit looking more angular.

Early prototype of the new car

Look at those side-pods, they remind me of...

...last year's Minardi?? Oh God no!

As some of you have known, new technical regulations have forced teams to use a V8 engine instead of the norm V10. The rules state :
• All engines must have 8 cylinders and be 2.4 litres(used to be 10 cylinders with 3.0 litres), weigh no less than 95kg and have two inlet and two exhaust valves.
• The centre of gravity of the engine in the car has been fixed so that the engine configuration cannot be an advantage.

I, for one think this is a good idea for reducing the speed of Formula 1. In general, down-grading from V10 to V8 brings a reduction of power by approximately 20 percent. What used to be 900bhp and above is now closer to 700-800bhp. The drivers said it is slower, but no easier to drive. Marvelous.

MP4-21 SPECIFICATION
ENGINE

ENGINE Type: Mercedes-Benz FO 108S
No. of cylinders: 8
Fuel: Mobil Unleaded
Lubricants: Mobil 1 products
Weight: 95kg

TRANSMISSION
Gearbox Speeds: Seven forward and one reverse
Semi-auto: Yes
Driveshafts: McLaren
Clutch: Hand-operated
Chassis: McLaren
Front Suspension: Inboard torsion bar/damper system with a double wishbone arrangement.
Rear Suspension: Inboard torsion bar/damper system with a double wishbone arrangement.
Suspension dampers: McLaren.
Electronics: McLaren Electronic Systems
Bodywork Construction: One-piece sidepod and engine cover. Separate floor section, structural nose with integral front wing.
Tyres: Michelin
Radios: Kenwood
Race Wheels: Enkei
Batteries: GS Yuasa Corporation
Steering: McLaren power-assisted
Instruments: McLaren Electronic Systems
Adhesives: Henkel Technologies

Rough performance figures of F1 cars :
0-60mph / 0 - 96kph 2.3 seconds.
0-100mph / 0 - 160kph 3.6 seconds.
0-100-0mph / 0 -160 - 0kph 6.6 seconds.
and can decelerate from 185mph to a standstill in 3.5 seconds.

Driver Lineup is unchanged, with the Finn Maester Kimi Raikkonen taking car number 3 and Columbian Juan Pablo Montoya in car number 4.
With Fernando Alonso confirmed a race seat for 2007, one of the current two will have to go. No one knows which one it'll be, but deep down I worry if this matter will affect the team's performance in 2006.
Kimi Raikkonen

Juan Pablo Montoya

Will we get to see this again soon? I sure hope so!

In the no-less-important roles of test drivers are Pedro de la Rosa and F1 rookie Gary Paffett.

Pedro de la Rosa

Gary Paffett, fresh off winning the DTM(German Touring Cars) with Mercedes

American Pie Presents : Band Camp

2005-11-17T21:36:00.000+08:00

American Pie 4!!

This is a straight-to-DVD movie but surprisingly is pretty damn good! The directors totally overhauled the cast, so no more Jim, Michelle, Stifler, Finch and all the nice characters from the previous movies.

This time around, the story is about Stifler's brother, Matt. Matt idolises his brother, and wants to be exactly like him. Pretty damn dumb, considering how much of a prick his brother is. Matt's character is a carbon copy of his brother's - a total jerk. The actor,Tad Hilgenbrinck pulls of all of the original character's face expressions, style and antics perfectly. It's amazing that the two actors are not related, they look so much alike! Story wise its a really winner. It has a great plot, in my opinion better than any of the earlier ones. Matt is forced to attend a Band Camp - the same camp Michelle used to go - full of nerds and retards. Its just friggin genius. The movie really have the 'American Pie' essence in it. Jim's 'cool' dad is back, and so is the extremely lame 'Sherminator'. You'll be laughing your ass of throughout the whole movie.

My Verdict - 8 out of 10

You can download the torrent file here. Its a good quality file, and its only 325mb. You need RealPlayer to view it though. Better do it fast when there are still a lot of seeders.

Funny Video

2005-11-16T20:52:00.000+08:00

This is a clip of a really REALLY gay referee. Friggin awful, but funny...

Download here.

Compact Luxury Car Comparison

2005-11-16T16:33:00.000+08:00

In this class, the BMW 3-Series stands tall as the class leader, ever since it created the 'Compact Luxury Car' class way back when. The latest model, codenamed E90, is said to be the best of the lot, and by a huge margin too.Mercedes jumped into the scene with the 190E, but the early builds were critisised heavily. After a few make-overs Merc seemed to have mastered it and the 190E became a true 3-Series rival. The W203 C-Class was given a mild facelift last year and my my, it looks as good a ever!
Until recently, the Audi A4 was never really considered as a direct alternative to the Beemer, instead it was the 'poor man's 3-Series'. Late last year the latest illeteration of the A4 was released and what a gem it is.
The Lexus IS is an anomaly to this class. Born in Japan as the Toyota Altezza, it lacked it's rivals' badge prestige, tho it looked very handsome and handled just as well as the 3. Born again just last month, the new generation IS is every bit as impressive as the other contenders.

Specs

BMW 330i
Engine - 3.0 Liter Inline 6, aluminum head and magnesium-alloy lower block, dual overhead cams, 24 valves with Valvetronic variable lift and VANOS variable valve timing.
Output - 258bhp
Drivetrain - FR
6-speed Manual or 6-speed Auto
0 to 100 - 6.1 seconds
Mercedes-Benz C350
Engine - 3.5 Liter V6, alloy multipoint fuel-injection with four valves per cylinder and two overhead camshafts per bank.
Output - 272bhp
Drivetrain - FR
6-speed Manual or 7-speed Auto
0 to 100 - 6.3 secondsAudi A4 3.2 Quattro
Engine - 3.2 Liter V6, Fuel Injected, Dual Overhead Cam and four valves per cylinder.
Output - 255bhp
Drivetrain - AWD
6-speed Auto
0 to 100 - 6.7 secondsLexus IS350
Engine - 3.5 Liter V6, all-alloy dual VVT-i, direct petrol-injection, Dual Overhead Cam.
Output - 318bhp
Drivetrain - FR
6-speed Manual or 6-speed Auto
0 to 100 - 5.6 seconds
On the spec sheet, the baby Lexus crushes the others. Not surprising as it is the newest among them and also has the largest engine. But pure performance alone is not enough to be the class leader. Comfort and most importantly, desirability is key to win this class battle.The C-Class is undoubtedly the king of ride comfort. Having driven both a C230K with the optional Sports Suspension and the 330i, the Merc is far more comfortable. You dont feel much in the car, as opposed to the BMW's hard ride. But 'hard' here is compared relatively, as the worst riding car here is considerably more comfortable than the run-on-the-mill mainstream executive cars like the Honda Accord or Toyota Camry. I have not driven the other two, but through other sources I believe it is about on par with the BMW.Space-wise the Lexus and the Beemer ties for the win, with the Merc and Audi not far behind. The room up front is similar in all four cars as the seating position can be tailored to one's liking. The back is where the newer cars(IS and 3) gain the advantage. Not by much though. Pretty much everybody can sit in total comfort in the back of any of these cars.Me, I'd take the Lexus IS350 without much hesitation. The Merc is too mundane and pretty common as it is almost like the default choice for many Malaysian motorists. The BMW falls short of the top spot simply because of its looks. Its nowhere as impressive as the other three. Sporty, yes, but a beauty it is not. The A4 doesnt have the overall polish the others have. Its a mighty good car on its own but pales alongside the crowd.

Each car's strengths
BMW 3-Series - Sporty looks, smooth high-tech engine
Merc C-Class - Superior ride comfort, the Three Pointed Star on the hood
Audi A4 - Understated looks, something away from the mainstream
Lexus IS350 - Awesome styling, monster engine

The Matrix Path Of Neo

2005-11-10T22:31:00.000+08:00

I can't possibly write just how dissapointed i was when i tried this game. The previews from game mags (even the ever-reliable EGM!), game sites (IGN, GameSpot, GamesDaily you name it) all poured praises on it. And thats the unfinished beta build of the game! Usually games get better and better as the development progresses but NOO they just had to screw this game up.
The final build feels rushed even from the very start of the game.
The opening scene, usually a developer's favourite hot-spot to show off the game's graphic prowess, LAGS! And the graphics aren't that great either, in fact theyre absolute trash.

On the Xbox, the framerate stays around 15-25FPS, with very noticable dips every few seconds. Shiny swore they managed to lock the framerate at a solid 30FPS.. Bunch of jokers, them.. I got the PS2 version just now, slightly better framerates (bout 20-plus most of the time) but the graphics are far worse. Its the first time ever 'Bump Mapping' and active lighting are present on a PS2 game, Xbox and GC had them ages ago, and the results are very very saddening. In order to apply the said map-filter, the textures had to take a pretty serius hit, almost everything appears washed out, reminding me of PS1 games.. I'm serious, no joke.On the Xbox, its almost unplayable coz of the framerates dips, especially during intense battles, where sadly a smooth framerate is needed.The controls are very easy to get used to, but the gameplay is way short of excellence. Hand to hand combat is extremely simple, with one button to initiate the fight, then button combinations appear on the bottom left of the screen, get them right and Neo will do his trademark moves.. Cool... for an hour. Gun fights is where this game falls on its feet. Being a Matrix game, it relies heavily on chaotic scenes with bullets flyin everywhere, but somehow the shooting mechanics are downright silly. The lock-on system is useless as changing targets is a total chore, and sometimes the game cleverly aims at enemies who are in a different room!

I'll still play it tho, just for the 'Matrix experience'.. And the "true ending" of the story. Thats all.

My Verdict - 5 out of 10 (2 without the Matrix name)

Funny Mp3

2005-11-10T21:29:00.000+08:00

This is an awesome Mp3 file I found.. It's a parody of MTV's 'Pimp My Ride', Singapore's own 'Zhng My Car'! Check it out..

Download here

Oh, and welcome to my blog!