`Space Dream Ride ~> + more. I share with `ya
#1
03-27-2012, 07:12 AM
`Space Dream Ride ~> + more. I share with `ya
Hi Member's,
Posting the below in case you win the lotto or come into some Big $'s ~> or to just dream
Do you like the DB9
"I love it 4-$ure" I put one on my Dream List 
<LI id=breadcrumb-title class=last><!-- if article has a valid current url we link the last breadcrumb, otherwise we don't -->2013 Aston Martin DB9 Replacement Spy Photos - Future Cars
<!-- in-page gallery container would be inserted here for galleries --><ARTICLE id=primary><HEADER><!-- hero image goes here -->
Future Cars
arrow<HGROUP>2013 Aston Martin DB9 Replacement Spy Photos
This Aston looks to adopt aggressive new styling.
</HGROUP></HEADER>
Why It Matters: The DB9 in its current form was introduced way back in 2004, and has since had its place in Aston Martin’s lineup crowded by the smaller V12 Vantage and the aforementioned Virage. Both of those cars are newer and more powerful than the DB9, so a significant update should go a long way in reestablishing the DB9’s place within the Aston family.
Platform: The DB9 should continue to utilize Aston Martin’s aluminum VH architecture, which also underpins every other Aston model. So by “should,” we really mean will.
The 2013 car’s front fascia sees its inlets enlarged and pushed outward, away from the signature Aston Martin grille. The headlights are slimmer and get LED running lights—finally—and the hood gets a few more creases and larger vents. Otherwise, the DB9 gets a more pronounced arc to its rear fender bulges, bigger exhaust outlets, and a dramatically arched rear lip spoiler inspired by the hyper-exotic One-77.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=429><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Powertrain: Expect the DB9 to again be powered by a sonorous V-12. As to the possibility of a power increase from the current model’s 470-hp twelve-pot, that’s where things get a bit tricky. The slightly pricier and much sportier V12 Vantage uses the DBS’s 510-hp version of the same engine, but the also-more-expensive Virage has a 490-hp iteration of the twelve. We’d expect around 500 horses for this car, and for the Vantage to receive a slight bump, too. The choice of six-speed manual or automatic transaxles should carry over to the 2013 model.
Competition: Bentley Continental, Ferrari F12berlinetta, Maserati GranTurismo coupe, Mercedes-Benz SLS AMG
Estimated Arrival Time and Price: The 2013 DB9 should debut in coupe and “Volante” form sometime this year before going on sale next year; don’t be surprised if the new car debuts with a name change to either “DB10” or “DB11.” Just as pegging the DB9’s output is complicated by the V12 Vantage and the Virage, so is determining the 9’s price. In all likelihood it won’t deviate far from the current coupe’s $186,230 base sticker—or the Volante’s $208,730 price tag—but an infusion of power could come with a commensurate hike in cost. View Photo Gallery
<NAV class=mod>PHOTOS (14)</NAV></ARTICLE><ASIDE id=secondary>
Aston Martin DB9 Research>
Posting the below in case you win the lotto or come into some Big $'s ~> or to just dream
Do you like the DB9
"I love it 4-$ure" I put one on my Dream List <LI id=breadcrumb-title class=last><!-- if article has a valid current url we link the last breadcrumb, otherwise we don't -->2013 Aston Martin DB9 Replacement Spy Photos - Future Cars
<!-- in-page gallery container would be inserted here for galleries --><ARTICLE id=primary><HEADER><!-- hero image goes here -->
Future Cars
arrow<HGROUP>2013 Aston Martin DB9 Replacement Spy Photos
This Aston looks to adopt aggressive new styling.
</HGROUP></HEADER>
- March 2012
- BY ALEXANDER STOKLOSA
- PHOTOGRAPHY BY BRENDA PRIDDY AND COMPANY AND THE MANUFACTURER
Why It Matters: The DB9 in its current form was introduced way back in 2004, and has since had its place in Aston Martin’s lineup crowded by the smaller V12 Vantage and the aforementioned Virage. Both of those cars are newer and more powerful than the DB9, so a significant update should go a long way in reestablishing the DB9’s place within the Aston family.
Platform: The DB9 should continue to utilize Aston Martin’s aluminum VH architecture, which also underpins every other Aston model. So by “should,” we really mean will.
The 2013 car’s front fascia sees its inlets enlarged and pushed outward, away from the signature Aston Martin grille. The headlights are slimmer and get LED running lights—finally—and the hood gets a few more creases and larger vents. Otherwise, the DB9 gets a more pronounced arc to its rear fender bulges, bigger exhaust outlets, and a dramatically arched rear lip spoiler inspired by the hyper-exotic One-77.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=429><TBODY><TR><TD vAlign=top>
</TD></TR></TBODY></TABLE>Powertrain: Expect the DB9 to again be powered by a sonorous V-12. As to the possibility of a power increase from the current model’s 470-hp twelve-pot, that’s where things get a bit tricky. The slightly pricier and much sportier V12 Vantage uses the DBS’s 510-hp version of the same engine, but the also-more-expensive Virage has a 490-hp iteration of the twelve. We’d expect around 500 horses for this car, and for the Vantage to receive a slight bump, too. The choice of six-speed manual or automatic transaxles should carry over to the 2013 model.
Competition: Bentley Continental, Ferrari F12berlinetta, Maserati GranTurismo coupe, Mercedes-Benz SLS AMG
Estimated Arrival Time and Price: The 2013 DB9 should debut in coupe and “Volante” form sometime this year before going on sale next year; don’t be surprised if the new car debuts with a name change to either “DB10” or “DB11.” Just as pegging the DB9’s output is complicated by the V12 Vantage and the Virage, so is determining the 9’s price. In all likelihood it won’t deviate far from the current coupe’s $186,230 base sticker—or the Volante’s $208,730 price tag—but an infusion of power could come with a commensurate hike in cost. View Photo Gallery
<NAV class=mod>PHOTOS (14)</NAV></ARTICLE><ASIDE id=secondary>
Aston Martin DB9 Research>
Last edited by Space; 03-27-2012 at 07:47 AM.
#2
03-27-2012, 07:16 AM
Bonus Post
Long-Term Road Test Intro
2012 Chrysler 300CWe've spent three months and 10,000 miles in our 300C. So far, it has us loving America.
ANDREW WENDLER | March 2012
<!-- below are all possible cases for btns in each listing (some commented out for design purposes-->VIEW PHOTOS (33)READ FULL STORY
================================================== ================
Plus
Specialty File
arrow<HGROUP>Hotchkis E-Max Dodge Challenger
Hotchkis Sport Suspension transforms an E-body Mopar from eBay to E-Max.
</HGROUP></HEADER>
When Dodge finally got around to answering the Mustang and Camaro in 1970, designer Carl Cameron’s coupe went wide and mouthy with the sheetmetal and put the occupants in a sort of speed bunker behind a big engine. Of course, the Challenger was a child of its era, dependent on a loud throttle and not much else for its performance. Places like Dead Man’s Curve thus exacted their butcher’s bills.
Nowadays, the trend in vintage muscle machinery is to modernize beneath the skin while leaving largely intact the enduring works of Cameron and his contemporaries. That means suspension and brake work, for starters, and the Hotchkis E-Max Challenger is a showboat for one company’s relatively affordable bolt-on handling kits.
Hotchkis Sport Suspension, in the Los Angeles suburb of Santa Fe Springs, built up the roughly $70,000 E-Max from an eBay find. The black-and-yellow war paint, the 18-inch Forgeline ZX3 wheels ($3900), the Sparco Milano front buckets ($800), and the custom fiberglass air-scooping hood notwithstanding, the E-Max isn’t a fully reengineered Pro Touring overhaul on par with the six-figure ’69 “Red Devil” Camaro we profiled in August 2011.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=429><TBODY><TR><TD vAlign=top>
</TD></TR><TR class=bglight><TD vAlign=top><CENTER>Left: No naugahyde for the Sparcos. Right: Stoptech brakes and gummy tires return modern performance.</CENTER></TD></TR></TBODY></TABLE></B>
This E-body Challenger (hence the name, which basically means “E to the max”) retains more of its vintage shaky vibe, with its original six-pack-carb setup atop a cammed-up 340 Mopar small-block V-8, bored 0.030 over and rattling the chassis’ loose rafters through Flowmasters and thundering side exhaust outlets. When it’s cold, you can hear each cylinder firing like individual sticks of dynamite, a raunchy piper’s tune that draws out the neighborhood’s 14-to-18-year-old male population in herds. A five-speed Tremec transmission adds a welcome overdrive and digs the 3524-pound hunk of teen fantasy out of a hole briskly.
The 60-mph mark passed in 5.3 seconds, but the first couple of upshifts proved balky, as though the transmission were tired, and pushed the quarter-mile to 14 seconds flat.
But this particular car is about suspension and stopping. The limbering starts with Hotchkis’s $3341 E-Body TVS kit. It means “Total Vehicle System,” and it’s available for a variety of rides from Hotchkis, whose résumé includes making components for Toyota’s TRD division. The TVS highlights are new tubular front upper-control arms with elegant gusseting and a gleaming silver finish. They diminish bump steer caused by caster gain in the car’s original design by lowering the control arm’s forward anchor point. Adjustable lower diagonal rods, an anti-roll bar, and quicker steering linkages tighten wheel location and body control while improving steering response.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=429><TBODY><TR><TD vAlign=top>
</TD></TR><TR class=bglight><TD vAlign=top><CENTER>Left: Six-pack packing 340 is pure old school. Right: The E-Max has been stiffened and loudified.</CENTER></TD></TR></TBODY></TABLE></B>
In the rear, new “geometry corrected” leaf springs with revised front mounts redirect the vertical motion of the rear axle in cornering to eliminate the factory-tuned bias toward understeer. Lowered and damped by specially tuned Bilstein shocks (a $400 four-pack), the E-Max is one feisty grandpa that can wrestle with any young import in the curves. The $3000 Stoptech big-disc brake kit produces a firm pedal feel and, with the Falken Azenis RT-615K tires, yields 70-to-0-mph stopping distances that are respectable in the 21st century.
There’s no stopping time, however, and the Challenger still feels its age over rolling pavement, when the jacking suspension can excite the steering into spastic strangeness. But the suppressed body roll and eagerness to turn and stick—the E-Max pulls a big 0.95 g on the skidpad—make it an unusually multitalented muscle car for what amounts to an extra 10 grand or so (if you forgo any powertrain upgrades) worth of suspension, brake, and wheel and tire work above a ’70–74 Challenger’s purchase price. Gentlemen, start your eBay searches.
Long-Term Road Test Intro
2012 Chrysler 300CWe've spent three months and 10,000 miles in our 300C. So far, it has us loving America.
ANDREW WENDLER | March 2012
<!-- below are all possible cases for btns in each listing (some commented out for design purposes-->VIEW PHOTOS (33)READ FULL STORY
================================================== ================
Plus
Specialty Filearrow<HGROUP>Hotchkis E-Max Dodge Challenger
Hotchkis Sport Suspension transforms an E-body Mopar from eBay to E-Max.
</HGROUP></HEADER>
- March 2012
- BY AARON ROBINSON
- PHOTOGRAPHY BY MARC URBANO
When Dodge finally got around to answering the Mustang and Camaro in 1970, designer Carl Cameron’s coupe went wide and mouthy with the sheetmetal and put the occupants in a sort of speed bunker behind a big engine. Of course, the Challenger was a child of its era, dependent on a loud throttle and not much else for its performance. Places like Dead Man’s Curve thus exacted their butcher’s bills.
Nowadays, the trend in vintage muscle machinery is to modernize beneath the skin while leaving largely intact the enduring works of Cameron and his contemporaries. That means suspension and brake work, for starters, and the Hotchkis E-Max Challenger is a showboat for one company’s relatively affordable bolt-on handling kits.
Hotchkis Sport Suspension, in the Los Angeles suburb of Santa Fe Springs, built up the roughly $70,000 E-Max from an eBay find. The black-and-yellow war paint, the 18-inch Forgeline ZX3 wheels ($3900), the Sparco Milano front buckets ($800), and the custom fiberglass air-scooping hood notwithstanding, the E-Max isn’t a fully reengineered Pro Touring overhaul on par with the six-figure ’69 “Red Devil” Camaro we profiled in August 2011.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=429><TBODY><TR><TD vAlign=top>
</TD></TR><TR class=bglight><TD vAlign=top><CENTER>Left: No naugahyde for the Sparcos. Right: Stoptech brakes and gummy tires return modern performance.</CENTER></TD></TR></TBODY></TABLE></B>
This E-body Challenger (hence the name, which basically means “E to the max”) retains more of its vintage shaky vibe, with its original six-pack-carb setup atop a cammed-up 340 Mopar small-block V-8, bored 0.030 over and rattling the chassis’ loose rafters through Flowmasters and thundering side exhaust outlets. When it’s cold, you can hear each cylinder firing like individual sticks of dynamite, a raunchy piper’s tune that draws out the neighborhood’s 14-to-18-year-old male population in herds. A five-speed Tremec transmission adds a welcome overdrive and digs the 3524-pound hunk of teen fantasy out of a hole briskly.
The 60-mph mark passed in 5.3 seconds, but the first couple of upshifts proved balky, as though the transmission were tired, and pushed the quarter-mile to 14 seconds flat.
But this particular car is about suspension and stopping. The limbering starts with Hotchkis’s $3341 E-Body TVS kit. It means “Total Vehicle System,” and it’s available for a variety of rides from Hotchkis, whose résumé includes making components for Toyota’s TRD division. The TVS highlights are new tubular front upper-control arms with elegant gusseting and a gleaming silver finish. They diminish bump steer caused by caster gain in the car’s original design by lowering the control arm’s forward anchor point. Adjustable lower diagonal rods, an anti-roll bar, and quicker steering linkages tighten wheel location and body control while improving steering response.
<TABLE class=default border=0 cellSpacing=0 cellPadding=2 width=429><TBODY><TR><TD vAlign=top>
</TD></TR><TR class=bglight><TD vAlign=top><CENTER>Left: Six-pack packing 340 is pure old school. Right: The E-Max has been stiffened and loudified.</CENTER></TD></TR></TBODY></TABLE></B>
In the rear, new “geometry corrected” leaf springs with revised front mounts redirect the vertical motion of the rear axle in cornering to eliminate the factory-tuned bias toward understeer. Lowered and damped by specially tuned Bilstein shocks (a $400 four-pack), the E-Max is one feisty grandpa that can wrestle with any young import in the curves. The $3000 Stoptech big-disc brake kit produces a firm pedal feel and, with the Falken Azenis RT-615K tires, yields 70-to-0-mph stopping distances that are respectable in the 21st century.
There’s no stopping time, however, and the Challenger still feels its age over rolling pavement, when the jacking suspension can excite the steering into spastic strangeness. But the suppressed body roll and eagerness to turn and stick—the E-Max pulls a big 0.95 g on the skidpad—make it an unusually multitalented muscle car for what amounts to an extra 10 grand or so (if you forgo any powertrain upgrades) worth of suspension, brake, and wheel and tire work above a ’70–74 Challenger’s purchase price. Gentlemen, start your eBay searches.
Last edited by Space; 03-27-2012 at 07:19 AM.
#3
03-27-2012, 07:22 AM
What else is go there ?
First Ride
2013 Ford Mustang Shelby GT500No one expected a 200-mph Mustang. Call it a sneak attack on preconceived notions.
STEVEN COLE SMITH | February 2012
<!-- below are all possible cases for btns in each listing (some commented out for design purposes-->VIEW PHOTOS (48) READ FULL STORY
=============================================
<!-- btns -->
First Drive Review
2012 Jaguar XKR-S ConvertibleWe work a runway in Jag's newest top model—to the tune of 175 mph.
STEVE SILER | February 2012
<!-- below are all possible cases for btns in each listing (some commented out for design purposes-->VIEW PHOTOS (24) READ FULL STORY
================================================
<!-- btns -->
First Drive Review
2013 Hyundai Genesis Coupe
Hyundai's upstart sports coupe gets more punch and a new look.
ANDREW WENDLER | February 2012
<!-- below are all possible cases for btns in each listing (some commented out for design purposes-->VIEW PHOTOS (68) READ FULL STORY
=========================================
Below 4 Mod `Mike
First Drive Review
2012 Fiat 500 AbarthThe little Fiat gets a lot of attitude.
TONY SWAN | March 2012
<!-- below are all possible cases for btns in each listing (some commented out for design purposes-->VIEW PHOTOS (100) READ FULL STORY
*****If you are having problems with above links ? Click the below link for above + more
~> http://www.caranddriver.com/reviews <~
First Ride
2013 Ford Mustang Shelby GT500No one expected a 200-mph Mustang. Call it a sneak attack on preconceived notions.
STEVEN COLE SMITH | February 2012
<!-- below are all possible cases for btns in each listing (some commented out for design purposes-->VIEW PHOTOS (48) READ FULL STORY
=============================================
<!-- btns -->
First Drive Review2012 Jaguar XKR-S ConvertibleWe work a runway in Jag's newest top model—to the tune of 175 mph.
STEVE SILER | February 2012
<!-- below are all possible cases for btns in each listing (some commented out for design purposes-->VIEW PHOTOS (24) READ FULL STORY
================================================
<!-- btns -->
First Drive Review
2013 Hyundai Genesis Coupe
Hyundai's upstart sports coupe gets more punch and a new look.
ANDREW WENDLER | February 2012
<!-- below are all possible cases for btns in each listing (some commented out for design purposes-->VIEW PHOTOS (68) READ FULL STORY
=========================================
Below 4 Mod `Mike
First Drive Review
2012 Fiat 500 AbarthThe little Fiat gets a lot of attitude.
TONY SWAN | March 2012
<!-- below are all possible cases for btns in each listing (some commented out for design purposes-->VIEW PHOTOS (100) READ FULL STORY
*****If you are having problems with above links ? Click the below link for above + more
~> http://www.caranddriver.com/reviews <~
Last edited by Space; 03-27-2012 at 07:29 AM.
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