Oldsmobile Super 88

Oldsmobile entered the 1950s following a divisional image campaign centered on its 'Rocket' engines and its cars' appearance followed suit. Oldsmobile's Rocket V8 engine was the leader in performance, generally considered the fastest cars on the market and by the mid 1950s their styling was among the first to offer a wide, "open maw" grille, suggestive of jet propulsion. Oldsmobile adopted a ringed-globe emblem to stress what marketers felt was its universal appeal. Throughout the 1950s, the make used twin jet pod-styled taillights as a nod to its "Rocket" theme. Oldsmobile was among the first of General Motors' divisions to receive a true hardtop in 1949, and it was also among the first divisions (along with Buick and Cadillac) to receive a wraparound windshield, a trend that eventually all American makes would share at sometime between 1953 and 1964.

In the 1950s the nomenclature changed again, and trim levels also received names that were then mated with the model numbers. This resulted in the Oldsmobile 88 emerging as base Dynamic 88 and the highline Super 88. Other full-size model names included the "Holiday" used on hardtops, and "Fiesta" used on its station wagons. When the 88 was retired in 1999 (with a Fiftieth Anniversary Edition), its length of service was the longest model name used on American cars after the Chrysler New Yorker.

GM styling as a whole lost its frontrunner status in 1957 when Chrysler introduced Virgil Exner's "Forward Look" designs. When compared side to side, Oldsmobile looked dated next to its price-point competitor DeSoto. Compounding the problem for Oldsmobile and Buick was a styling mistake which GM called the "Strato Roof." Both makes had models which contained the heavily framed rear window, but Detroit had been working with large curved backlights for almost a decade. Consumers disliked the roof and its blind spots, forcing GM to rush a redesign into production on some of its models.

Oldsmobile's only off year in the 1950s was 1958. The nation was beginning to feel the results of its first significant post war recession, and US automobile sales were down for the model year. Oldsmobile, Buick and Cadillac received a heavy handed makeover of the 1957 GM designs. The Oldsmobile that emerged in 1958 bore little resemblance to the design of its forerunners; instead the car emerged as a large, over-decorated "chromemobile."



Up front, all 1958 Oldsmobiles received one of General Motors' heavily styled front fascias and quad-headlights. Streaking back from the edge of the headlights was a broad belt consisting of two strips of chrome on regular 88s, three strips on Super 88s, and three strips (top and bottom thin, inside thick) on 98s that ended in a point at mid-body. The bottom of the rear fender featured a thick stamping of a half tube that pointed forward, atop which was a chrome assembly of four horizontal chrome speed-lines that terminated into a vertical bar. The tail of the car featured massive vertical chrome taillight housings. Two chrome stars were fitted to the trunklid.

Ford styling consultant Alex Tremulis (designer of the 1948 Tucker Sedan) mocked the 1958 Oldsmobile by drawing cartoons of the car, and placing musical notes in the rear trim assembly. Another Detroit stylist employed by Ford bought a used 1958 Oldsmobile in the early 1960s, driving it daily to work. He detached and rearranged the OLDSMOBILE lettering above the grille to spell out SLOBMODEL as a reminder to himself and co-workers of what "bad" auto design meant to their business.

In 1959, Oldsmobile models were completely redesigned with a rocket motif from front to rear, as the top of the front fenders had a chrome rocket, while the body-length fins were shaped as rocket exhausts which culminated in a fin-top taillight (concave on the 98 models while convex on the 88 models). The 1959 models also offered several roof treatments, such as the pillared sedan with a fastback rear window and the Holiday SportSedan, which was a flat-roofed pillarless hardtop with wraparound front and rear glass. The 1959 models were marketed as "the Linear Look", and also featured a bar-graph speedometer which showed a green indicator through 35 miles per hour (56 km/h), then changed to orange until 65 miles per hour (105 km/h), then was red above that until the highest speed read by the speedometer, 120 miles per hour (190 km/h). Power windows were available on the 98 models, as was two-speed electric windshield wipers with electrically powered windshield washers. The 88 still relied on vacuum-operated windshield wipers without a washer feature. 1959 Oldsmobiles were offered with "Autronic Eye" (a dashboard-mounted automatic headlight dimmer) as well as factory-installed air conditioning and power-operated front bench seat as available options.

The 1959 body style was continued through the 1960 model year, but the fins were toned down for 1960 and the taillights were moved to the bottom of the fenders

1957 Oldsmobile Super 88

Oldsmobiles weren't raced much by 1957 and didn't need to be, having become consistently good-selling medium-priced cars known for innovation, as with the 1957 Oldsmobile Super 88. Even so, one Lee Petty and his son Richard drove Olds convertibles on the sands of Daytona and hardtops at other stock-car venues. And if a little heavy in street form, a '57 Olds could still be quite rapid with a new performance option called J-2.

Available for any model at just $83, the J-2 included a trio of two-barrel carburetors, plus higher compression and low-restriction air cleaner to take the 371-cubic-inch "Rocket" V-8 from 277 stock horsepower to 300 -- good for 0-60 mph in under 8 seconds. There was also a racing setup with radical camshaft and heavy-duty internals, but at $385, it was seldom ordered.

The J-2 added spice to an Olds lineup that didn't look new but was. Basic appearance and even wheelbases stayed the course of 1954-56, but bodies were two inches lower and longer, so styling was a bit more rakish. Olds turned 60 in '57 and celebrated by adding models, including a convertible to the base Golden Rocket 88 series to join a Super 88 and Starfire 98. The last sold best despite costing the most ($4217), attracting 8278 orders. Next came the Super ($3447) with 7128 sales, followed by the 88 ($3182) with 6423.

Any '57 Olds made a fine road car, though switching from 15- to 14-inch tires -- an industry trend that year -- was more for appearance than handling. Yet even a ragtop looked good only until a '57 Chrysler pulled alongside. Olds styling had become dated, and it would only get worse before it got better.

1950 Oldsmobile 88	1955 Cadillac Series 62	1957 Ford Fairlane 500 Skyliner
1951 Chrysler New Yorker	1955 Chevrolet Bel Air	1957 Lincoln Premiere
1951 Lincoln Cosmopolitan	1955 Mercury Montclair	1958 Continental Mark III
1951 Rambler Custom Landau	1956 Ford Thunderbird	1958 Edsel Citation
1953 Oldsmobile Fiesta	1956 Lincoln Premiere	1959 Cadillac Series 62
1954 Hudson Hornet Brougham	1956 Packard Caribbean	1959 Dodge Custom Royal
1954 Packard Caribbean	1957 Chevrolet Bel Air	1959 Ford Thunderbird
1955 Buick Century	1957 Chrysler New Yorker	1959 Pontiac Bonneville

Peugeot 404 - European

Fiat V8 , Fiat Supersport

http://webcache.googleusercontent.com/search?q=cache:gVVc7TPbTu4J:toplegendarycars.blogspot.com/2011/12/oldsmobile-super-88.html+&cd=1&hl=hr&ct=clnk&gl=hr

 Oldsmobile in die 1950er Jahre nach einer bereichsübergreifenden Imagekampagne auf seine 'Rocket' Motoren und ihre Autos 'Auftritt folgten zentriert. Oldsmobile Rocket-V8-Motor war der Führer in der Leistung, die allgemein als die schnellsten Autos auf dem Markt und durch die Mitte der 1950er Jahre ihren Stil zu den ersten, eine breite, "open maw" Kühlergrill, suggestive des Jet Propulsion Angebot wurde

Oldsmobile entré les années 1950 suite à une campagne d'image de la division centrée sur son «Rocket» des moteurs et des vêtements de l'aspect suivi ses voitures '. Oldsmobile Rocket moteur V8 a été le leader de la performance, généralement considéré comme le plus rapide des voitures sur le marché et par le milieu des années 1950 leur style a été parmi les premiers à offrir un large éventail, "gueule ouverte" calandre, évocateurs de la propulsion par réaction

Oldsmobile entrato nel 1950 a seguito di una campagna d'immagine divisionale incentrata sul suo 'Rocket' motori e soddisfare l'aspetto seguita sue vetture '. Motore a razzo Oldsmobile V8 era il leader in termini di prestazioni, generalmente considerato il più veloce auto sul mercato e dalla metà del 1950 il loro stile è stato tra i primi ad offrire un ampio "fauci aperte", la griglia, suggestivo di propulsione a getto

Oldsmobile поступил в 1950-х следующих отделов имиджевая кампания сосредоточена на своей "Rocket" двигателей и автомобилей появления последовали их примеру. Ракетный двигатель V8 Oldsmobile была лидером в области производительности, как правило, считается самой быстрой машины на рынок, и к середине 1950-х их стиль был одним из первых предложить широкий, "пасть" решетки радиатора, наводящий реактивного движения  

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BMW 6-series Gran Coupe

The 2012 BMW 6-Series is a significant improvement on the previous model, in aesthetics, performance, and features. Today, a new model joins the 6-Series lineup: the Gran Coupe.

It probably happens all the time. A BMW shopper stands frozen with indecision in the middle of a showroom. To his left sits the 5-series sedan. On his right, the 6-series coupe. The two share a platform and several powertrains, the 6 having more attractive sheetmetal, and the 5er being the practical choice. If only there were a product that took the average of these two, a sort of 5.5-series. Enter the 6-series Gran Coupe.

 

5.5-series, Plus One

Previewed first by the Concept CS and more recently by the Concept Gran Coupe, this addition to the 6-series lineup swells a market sliver first split off by Mercedes’ CLS-class. Where the Gran Coupe differs from the CLS and the newcomer Audi A7 is in the rear seat: BMW calls its offering a 4+1, as the back row includes a third seat. It’s actually more of an armrest with a seatbelt; the center floor console continues all the way up to the bottom cushion’s edge. That ought to set the BMW apart in a now-crowded segment of stylish sedans. (It will certainly set middle passengers' legs apart, but we digress.)


The Gran Coupe rides on the 5-series’ 116.9-inch wheelbase (4.5 longer than the two-door 6’s), but is about four inches longer than a 5 sedan or 6 coupe and shares its width with its 6-series counterparts. It is nearly identical to the two-doors from the A-pillar forward, and its interior mimics those of the coupe and convertible, albeit with the different seating arrangement and more rear legroom. Per the usual style-over-practicality trade-off, expect less headroom back there than in the more traditional four-door 5-series.

Three Powertrains, Some Waiting

The Gran Coupe will launch in the summer of 2012 with the 640i; the 650i and 650i xDrive will arrive some weeks later. The 640i uses the same single-turbo inline-six from the similarly named coupe and convertible, with output measuring 315 hp and 330 lb-ft of torque. The rear- and all-wheel-drive 650i will use an updated version of the N63 twin-turbo V-8 dubbed N63Tü. Using a new Valvetronic-equipped head, it makes 45 hp and 30 lb-ft more than the current 4.4-liter, for totals of 445 hp and 480 lb-ft of torque. (You can expect the N63Tü to spread to the rest of BMW’s 50i offerings, but BMW won’t tell us which ones will be first in line.) For those keeping score, that’s 43 hp and 37 lb-ft more than the Mercedes CLS550 and its twin-turbo 4.7-liter V-8.

Regardless of engine choice, the Gran Coupe is equipped with BMW’s eight-speed automatic transmission and an engine stop/start system. Steering-wheel paddle shifters are standard as well.

Features and options will largely mirror those of the 6-series, including standard Dynamic Damper Control, optional Roll Stabilization and Active Steering, and a laundry list of included and extra-cost nanny systems. Adaptive LED headlights will also be available. To the Driving Dynamics Control system’s Comfort and Sport settings, the Gran Coupe adds Eco+, which further reduces throttle sensitivity, shoots for earlier upshifts, and helps coach the driver to use less fuel by providing “tips and incentives.” An M Sport package will be available for order right away—the highlights are a sport exhaust on 650i models, unique 19-inch wheels (20s are a further upgrade), special paint options, and resculpted front and rear fascias.

BMW’s four-door car with a coupe-like roofline will make its auto-show debut at next year’s Geneva gathering. In the meantime, the company no doubt will be hard at work finding more niches to enter. A smaller, 3-series-based coupe/sedan is surely on someone’s mind.

 

Model variants:
BMW 650i Gran Coupe (BMW 650i xDrive Gran Coupe) :
V8 petrol engine, BMW TwinPower Turbo technology with two turbochargers and High Precision Direct Petrol Injection, VALVETRONIC.
Displacement: 4,395 cc, output: 330 kW/450 hp at 5,500 – 6 000 rpm,
max. torque: 650 Nm / 479 lb-ft at 2,000 – 4,500 rpm.
Acceleration [0 – 100 km/h / 62 mph]: 4.6 seconds (4.5 seconds),
top speed: 250 km/h /155 mph.
Average fuel consumption*: 8.6 – 8.8 (9.2 – 9.4) litres per 100 kilometres / 32.1 – 32.9 (30.1 – 30.7) mpg imp,
CO2 emissions*: 199 – 206 g/km (215 – 219 g/km), exhaust standard: EU5.
BMW 640i Gran Coupe: Six-cylinder in-line petrol engine,
BMW TwinPower Turbo technology with twin-scroll turbocharging,
High Precision Direct Petrol Injection and VALVETRONIC.
Displacement: 2,979 cc, output: 235 kW/320 hp at 5,800 – 6 000 rpm,
max. torque: 450 Nm (332 lb-ft) at 1,300 – 4,500 rpm.
Acceleration [0 – 100 km/h / 62 mph]: 5.4 seconds,
top speed: 250 km/h (155 mph).
Average fuel consumption*: 7.7 – 7.9 litres per 100 kilometres (35.8 –
36.2 mpg imp),
CO2 emissions*: 179 – 183 g/km, exhaust standard: EU5.

BMW 640d Gran Coupe: Six-cylinder in-line diesel engine,
BMW TwinPower Turbo technology with two-stage turbocharging and common-rail direct injection.
Displacement: 2,993 cc, output: 230 kW/313 hp at 4,400 rpm,
max. torque: 630 Nm (465 lb-ft) at 1,500 – 2,500 rpm.
Acceleration [0 – 100 km/h / 62 mph]: 5.4 seconds,
top speed: 250 km/h (155 mph),
Average fuel consumption*: 5.5 – 5.7 litres per 100 kilometres (49.6 –
50.4 mpg imp),
CO2 emissions*: 146 – 149 g/km, exhaust standard: EU5.

Der 2012 BMW 6-Series ist eine deutliche Verbesserung gegenüber dem Vorgängermodell in der Ästhetik, Leistung und Features. Heute nimmt ein neues Modell der 6-Series Line-Up: Der Gran Coupe.

2012 BMW 6-sarjan on merkittävä parannus edelliseen malliin, estetiikan, suorituskyky ja ominaisuudet. Tänään, uusi malli liittyy 6-sarjan mallisto: Gran Coupe.

Le 2012 BMW Série 6 est une amélioration significative sur le modèle précédent, dans l'esthétique, les performances et fonctionnalités. Aujourd'hui, un nouveau modèle rejoint la gamme Série 6: le coupé Gran.

 2012 BMW 6-Series является значительным улучшением по предыдущей модели, в эстетике, производительностью и функциями. Сегодня новая модель присоединяется к 6-Series линейку: Gran Coupe.

El 2012 BMW Serie 6 es una mejora significativa en el modelo anterior, en la estética, rendimiento y características. Hoy en día, un nuevo modelo se une a la línea 6 de la serie: el Gran Coupe.

Merry Christmas and Happy New Year

Frohe Weihnachten und Happy New Year

Buon Natale e Felice Anno Nuovo

Hyvää Joulua ja Onnellista Uutta Vuotta

Joyeux Noël et Bonne Année

Eguberri eta Urte Berri On

Vesel božič in srečno novo leto

Veselé Vianoce a Šťastný Nový Rok

Счастливого Рождества и Нового года

сретан божић и нова година

  

 

  

 

Maybach

Maybach-Motorenbau GmbH (German pronunciation: maɪbax; is a German luxury car manufacturer. It was founded in 1909 by Wilhelm Maybach and his son. The company was originally a subsidiary of Luftschiffbau Zeppelin GmbH and was itself known as Luftfahrzeug-Motorenbau GmbH until 1912.

Today, the ultra-luxury car brand is owned by Daimler AG and based in Stuttgart. Tognum AG based in Friedrichshafen manufactures the commercial Maybach diesel engines under the MTU brand through its subsidiary MTU Friedrichshafen GmbH.

Daimler announced in November 2011 that Maybach will cease to be a brand by 2013.

Early history

Maybach has historic roots through the involvement of Wilhelm Maybach, who was the technical director of the Daimler-Motoren-Gesellschaft (DMG) until he left in 1907. On 23 March 1909 he founded the new company, Luftfahrzeug-Motorenbau GmbH (literally "Aircraft Engine Building Company"), with his son Karl Maybach as director.[citation needed] In 1912 they renamed it to Maybach-Motorenbau GmbH ("Maybach Engine Construction Company"). The company originally developed and manufactured diesel and petrol engines for Zeppelins, and then rail cars. The Maybach Mb.IVa was used in aircraft and airships of World War I.
Captured Maybach T3 Assault Gun (Sturmgeschütz III), made on the basis of medium tank Maybach T3 (Panzer III). National Museum of Military History (Bulgaria)

The company first built an experimental car in 1919, with the first production model introduced two years later at the Berlin Motor Show. Between 1921 and 1940, the company produced various classic opulent vehicles. The company also continued to build heavy duty diesel engines for marine and rail purposes. During the second world war, Maybach produced the engines for Nazi Germany's medium and heavy tanks.

After WW II the factory performed some repair work, but automotive production was never restarted, and some 20 years later, the company was renamed MTU Friedrichshafen. Daimler-Benz purchased the company in 1960.

In 1997, Mercedes-Benz presented at the Tokyo Motorshow a luxury concept car under the name Mercedes-Benz Maybach (V12, 5987 cc, 550 hp). Mercedes-Benz decided to develop and market the car under the sole brand name of Maybach, as parent Daimler wanted an ultra-luxury marque to compete with Rolls-Royce and Bentley, which recently came under the ownership of Daimler's domestic rivals BMW and Volkswagen Group. Maybach was therefore revived as a brand in the early 2000s. The company offered various options for customers to personalise their vehicles, and provides various equipment combinations.

Production of the new model commenced in two sizes — the Maybach 57 and the Maybach 62. The numbers are equal to the lengths of the automobiles in decimetres. In 2005, the new 57S was added, sporting a 6.0L V12 bi-turbo engine, producing 604 bhp (450 kW) and 737 lb·ft (999 N·m) of torque, and featuring various cosmetic touches.

To promote the new Maybach line, Mercedes-Benz has tapped public figures to act as brand ambassadors, including Maybach heir Ulrich Schmid-Maybach and golfer Nick Faldo.[4][5]
Several Maybach 57 and 62 models at the 2005 Concours d'Elegance in Pebble Beach, CA.

The base price of a 2009 Maybach 57 was $344,000; the Maybach 57 S, $381,000; the Maybach 62, $394,000; the Maybach 62 S, $430,000, and the Maybach Landaulet semi convertible costs just over 1 million. The Maybach 57 Zeppelin is priced at €406,000 ($580,000) and the 62 Zeppelin at €473,200 ($677,000).[6]

Initially, Daimler-Chrysler predicted annual sales of 2,000 global units with 50% coming from the United States; however, such lofty sales expectations never materialized. In 2007 Mercedes bought back 29 US dealers, reducing the total from 71 to 42.

2013 cessation

With less than stellar sales expectations and heavy impact of 2008 financial crises, Daimler AG undertook a review of the whole Maybach division.[10] These included talks with Aston Martin to engineer and style the next generation of Maybach models along with the next generation of Lagonda models.[3] According to Automotive News, only 44 Maybachs have been sold in the U.S. up to October 2011 year to date.

However, on 25 November 2011, Daimler announced that sales of all Maybach models and the brand would cease in 2013.

The line will be replaced by Mercedes-Benz S-Class Pullman models. An executive told a Frankfurt newspaper that: "(Daimler) came to the conclusion that the sales chances for the Mercedes brand were better than that of Maybach."

One suggestion for Maybach's struggles was that parent Daimler had failed to differentiate it from its Mercedes-Benz brand. While all three ultra-luxury marques share platforms and engines with other luxury brands from their parent auto company, Maybachs are built alongside the Mercedes-Benz S-Class flagship sedan, whereas Rolls-Royce and Bentley are assembled in England (separate from the rest of BMW and Volkswagen Group's production plants) and thus are regarded as being more "exclusive". Furthermore the Maybach's pedigree was virtually unknown outside of Germany unlike its British rivals which have long enjoyed renown worldwide;[3] indeed the 2006 Rolls-Royce Phantom's interior evokes memories of a 1930s car while the Maybach 57S's inside makes no reference to its marque's history.

Une suggestion pour les luttes de Maybach a été le parent Daimler avait omis de le différencier de son marque Mercedes-Benz. Bien que les trois plates-formes ultra-luxe Marques part et des moteurs au autres marques de luxe de leur entreprise automobile parent, Maybach sont construites le long de la berline phare de Mercedes-Benz Classe S, tandis que Rolls-Royce et Bentley sont assemblés en Angleterre et sont donc considérés comme des étant plus «exclusif».

Одно из предложений для борьбы Maybach было то, что родитель Daimler не смог отличить его от Mercedes-Benz бренда. Хотя все три ультра-роскошных марок доля платформ и двигателей с другими люксовыми брендами из их компании автоматической родителя, Maybachs строятся рядом с Mercedes-Benz S-Class флагманский седан, в то время как Rolls-Royce и Bentley собираются в Англии и, таким образом, рассматривается как более «эксклюзивный».

หนึ่งคำแนะนำสำหรับการต่อสู้ Maybach เป็นที่พ่อแม่เดมเลอร์ได้ล้มเหลวที่จะแตกต่างจากยี่ห้อ Mercedes - Benz ของ ในขณะที่ทั้งสามแบบ Ultra - หรูหรา Marques แพลตฟอร์มร่วมกันและเครื่องยนต์ที่มีแบรนด์หรูอื่น ๆ จาก บริษัท รถยนต์ของพวกเขาผู้ปกครอง Maybachs ถูกสร้างขึ้นพร้อมกับของ Mercedes - Benz ซีดานเรือธง S - Class ในขณะที่ บริษัท Rolls - Royce และเบนท์ลีย์จะประกอบในประเทศอังกฤษและจึงมีการยกย่องว่าเป็น ถูกมาก"เฉพาะ"

Et forslag for Maybach sin kamp var at foreldrene Daimler hadde mislyktes i å skille det fra sin Mercedes-Benz merkevare. Mens alle tre ultra-luksus Marques dele plattformer og motorer med andre luksusmerker fra sine foreldre auto selskap, er Maybachs bygget sammen med Mercedes-Benz S-Klasse flaggskip sedan, mens Rolls-Royce og Bentley er montert i England og dermed regnes som blir mer "eksklusivt".   

وكان اقتراح واحد للصراعات مايباخ بأن دايملر الأم قد فشلت في التفريق بينه وبين العلامة التجارية مرسيدس بنز والخمسين. في حين أن حصة كل ثلاثة ماركيز فائق الفخامة منصات ومحركات وغيرها من الماركات العالمية الفاخرة من الشركة الأم السيارات ، ويتم بناؤها Maybachs جنبا إلى جنب مع سيارة مرسيدس بنز الفئة - S الرئيسي، في حين يتم تجميعها رولز رويس وبنتلي في انكلترا، وبالتالي تعتبر يجري المزيد من "حصرية".

Volkswagen Golf - Волксваген Голф - โฟล์คสวาเกนกอล์ฟ - فولكس واجن غولف

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The Volkswagen Golf is a small family car manufactured by Volkswagen since 1974 and marketed worldwide across six generations, in various body configurations and under various nameplates – as the Volkswagen Rabbit in the United States and Canada (Mk1 and Mk5), and as the Volkswagen Caribe in Mexico (Mk1).

The front-wheel drive Golf was Volkswagen's first successful replacement for the air-cooled Volkswagen Beetle. Historically, the Golf is Volkswagen's best-selling model and the world's third best-selling model, with more than 25 million built by 2007.

Most production of the Golf was initially in the 3-door hatchback style.[2] Other variants include a 5-door hatchback, estate/wagon (Variant, from 1993), convertible (Cabriolet and Cabrio, 1979–2002), and a Golf-derived notchback saloon/sedan, variously called Volkswagen Jetta, Volkswagen Vento or Volkswagen Bora (from 1979). The cars have filled many market segments, from basic personal cars, to high-performance hot hatches.

Every generation of Golf has been a runner-up in the European Car of the Year awards, but only one has been a winner, the Golf Mk3 in 1992.

VW Golf on top of the world

The latest version of VW's hatchback has been named World Car of the Year. 

 

The Volkswagen Golf MkVI has been awarded the 2009 World Car of the Year title.

The WCOTY jury consists of 59 eminent motoring writers from 25 countries, including Telegraph Motoring's Mike Rutherford.

They observed that: "The new Golf VI feels more expensive than other family hatches, thanks to its solid build and high quality cabin. Customers get a choice of nothing less than six engines including the punchy and efficient 158hp, 1.4-litre TSI unit that features both a turbo and supercharger.

"The Golf is also available with the firm's new 2.0-litre common-rail diesel engine, developing either 108 or 138hp. It goes without saying that choosing between the slick six-speed manual and superb DSG twin-clutch gearbox can be difficult. Sitting on an outstanding chassis, the VW is more refined than its rivals, especially when highway cruising. Wind, road and engine noise are kept to a minimum, making the Golf a relaxing long distance companion."

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Receiving the award at the New York International Show, Stefan Jacoby, president of VW of America, said: "The Golf is an iconic nameplate for Volkswagen and is known throughout the world. The Golf is Volkswagen's best selling nameplate with more than 26 million units sold in more than 120 countries."

Other categories included World Performance Car (won by the Nissan GT-R, Car Design of the Year (Fiat 500) and World Green Car (Honda's FCX Clarity hydrogen fuel-cell car).

Finalists for the Performance Car category included the Audi RS6, BMW 135i, Corvette ZR1, Lamborghini Gallardo LP560-4, Mercedes-Benz C63 AMG, Mercedes-Benz SL63 AMG, Mitsubishi Evo X, Porsche 911 Carrera and Subaru Impreza WRX STI.

In the World Car Design of the Year category, the jurors were assisted by four highly respected world design experts. A similar process was applied to select the World Green Car award, a panel of three experts suggesting a shortlist on which the jurors voted.

The inaugural World Car title was awarded in 2005, when the Audi A6 triumphed. A year later, BMW's 3-series took the title, with the Lexus LS460 winning in 2007. Last year, the honour went to the Mazda2/Demio supermini.

Folcvagen, volcvagen, volksvagen, wolswagen, wolsvagen, folcika, buba, fauve

Фолцваген, волцваген, волксваген, волсваген, волсваген, фолцика, буба, фауве

 Folcvagen، volcvagen، فولكسفاغن ، wolswagen، wolsvagen، Folcika، والبق، 

Mercedes Benz 124 , mercedes 124 coupe, mercedes 124 diesel

Coming home from a long bike ride today, I kept looking at the cars parked on the side of the road, looking for something that stood out. And out of all of the cars that caught my eye, there was a 1992 (or so) Mercedes-Benz E-Class in very good condition--not bad for a car that is almost 20 years old. And I thought for the umpteenth time; that is the finest Mercedes-Benz ever, which is quite a claim to make given their immense automotive history.

Mercedes 124

I know this is a highly subjective and emotional topic, but after much soul-searching and contemplating and pontificating, and maybe a beer or two, I have concluded that the W124 Mercedes-Benz E-Class is the best Merc ever.

What? Heresy, you say? Maybe a certain 300 SL Gullwing pops to mind? Maybe an AMG or two can blow the doors off it, you say? What about the massively awe-inspiring 300 SEL 6.3 from the late ‘60s--especially in that deep maroon? What about an S-Class or two? None of these was ever a taxi, and many of them had better performance and pedigree within the Mercedes-Benz empire.

Look, I could quote production numbers, and such. Such as the 2.5+ million W124s that were sold across the globe over an 11-year period. Granted, many of those were diesel taxis, but that doesn't detract from the stunning sales for a luxury car. I could also go into the numerous performance versions with heart-stopping V-8s, the, sheer longevity of the turbodiesels, or even the stately station wagons that are still in demand as used cars across the globe. But none of those points really makes my argument (well, maybe the production figures do, but that’s only part of it).

What I believe made W124 E-Class the mid-size luxury vehicle to have was that it was one of the most complete Mercedes-Benz cars to incorporate everything that is the Mercedes-Benz brand--and that encompasses a lot. It's about solidity, longevity, safety, luxury, engineering excellence and of course, prestige.

The W124 was developed by perhaps one of the best designers ever to lay pen to paper, Bruno Sacco. Two other designers had a helping hand, Joseph Gallitzendrfer and Peter Pfeiffer, and should be recognized for creating a truly timeless, elegant, solid and brand-enhancing set of lines, inside and out. From the beveled edges, to the elevated trunk that cut drag coefficient, to the masculine sides and perfect proportions between front and back, there hasn't been a Mercedes-Benz that has had this kind of design impact and longevity.

The interior isn't to be forgotten either. There is a visual structure in the cabin. Its layout is balanced and driver-focused. It has excellent ergonomics, great seats (I got a ride in this vehicle on multiple occasions, so I can attest to that), and a kind of German design sensibility that made it stand out from its peers in this market and still does in my opinion.

It terms of solidity, safety and engineering excellence, this was the stiffest vehicle in its class by a wide margin and set off a series of other claims by rival manufacturers as to the stiffness of their chassis. It incorporated offset crash crumple zones and superb aerodynamics into its design for a low (0.29-0.32) drag coefficient--still very good by today's standards. It also had optional 4Matic, stability and slip control (novelties back then) and a cool feature that I love to this day, the one-armed windshield wiper that covered more area than any other.

And don't forget the engines. From four- and five-cylinder diesels to V-8 monsters that could chase down a 911 on the Autobahn. The six-cylinder engines were superbly balanced, the diesels are still running to this day, and the V-8s are all refined, controlled muscular mayhem.

Imagine that--a luxury car that could be a sedan, convertible, station wagon, and with the right engine, a sports car. What a wide breadth of talent and skill. It's all of these factors together that lead me to make this claim: it's the finest Mercedes-Benz ever in my opinion, and I still want one.

motorauthority.com



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Chevrolet Camaro vs Ford Mustang

Chevrolet Camaro vs Ford Mustang

Two American red-blooded jittery beasts. But which one makes your palms sweat and your hands chafe just by seeing its locks wave in the breeze, when doing 150 on the highway? And I’m not talking about power here, ’cause it takes more than a peppery engine to label a car. I’m talking about looks, comfort, interior materials and finish.

Should ‘maro’s hefty weight, the money Chevy saved by using low-quality interior materials or the loss of the torque-o-meter from the four-pack of gauge clusters on the transmission tunnel make you choose the ‘stang over it? Or the tall window sills that can cause you an ulnar nerve displacement? They say that the tall door sills are an engineering visual trick to keep the greenhouse small and make the roof look lower than it really is, so it can look much like a choptop street rod. (The Chrysler 300C is a good example of this) but sometimes you gotta know when to stop! Could it be the exiguous space on the back seats of the Camaro? Or its styling that looks like a collection of retro elements put together by someone with only a vague impression of their origins? The other issue here is the bunker-esque view I get from the cockpit. After spending 13 straight hours in a Camaro, this was a far larger issue than the lack of arm space on the door.

My only real grievance with the Camaro is really a grievance with GM. Ford have stuck with the basic principle of the Mustang since ’64, and there have been good ones and bad ones.

Since ’94 they have, with varying success, used cues from earlier generations to remind the customers that “We still care about your car”. From 2004, as was the vogue post Ford GT, the latest Mustang payed more homage to the original than ever before. Ford, it seemed, still cared about the Mustang.

GM, however, seemingly abandoned the Camaro formula years ago, throwing in the towel in 2002 because there “wasn’t a market”. No market, perhaps, for a Camaro which was a shadow of its former self and suffering horrific model bloat.

Suddenly, though, it felt like GM noticed it had been wrong, that there was a market all along, and produced a modernized riff on the ’67 jam.

No doubt the Camaro is a better car than the Mustang, and it bloody well should be. Hanging out the window of a Camaro cruising down the boulevard at 30mph with the stereo blasting is as American as apple pie.

However, compared to the Mustang, they suck equine appendages.

But have any of us looked at the interiors of the cars that we have agreed maxed out the Jalop-o-meter? They all suck equine appendages. All of them. They use cheap plastics, cheap cloth, and are generally not all that well screwed together.

And yet, we love these cars. Why? Because the kick ass. Every time we sit in them and turn the key, we can’t help but smile. Every time we hit the road, start rowing our way through those gears, and tackling every curve we can at batshit mad speeds, we can’t help but grin maniacally because of the great driving dynamics of a car designed to be driven. Like the Camaro. Yeah, the interior ain’t the Ritz. But in a car like that, you really should be paying attention to what’s outside your car.

So, what’s it gonna be for you? ‘maro or ‘stang?
surce: autoroyalty.com

The Camaro is a better car than the Mustang. Mustang is for girls and Camaros are for drivers. GM needed to take a step away from the pony car segment to get a better look at the market and get fresh ideas. I’m glad they did it too. This Camaro is worth the wait.

La Camaro est une meilleure voiture que la Mustang. Mustang est pour les filles et les Camaro sont des chauffeurs. GM avait besoin de prendre un peu loin du segment des voitures de poney pour obtenir un meilleur regard sur le marché et trouver des idées fraîches. Je suis content qu'ils l'ont fait aussi. Cette Camaro est la peine d'attendre.

La Camaro è una vettura migliore del Mustang. Mustang è per le ragazze e Camaro sono per i conducenti. GM bisogno di fare un passo di distanza dal segmento delle vetture pony per ottenere un aspetto migliore al mercato e ottenere nuove idee. Sono contento lo hanno fatto troppo. Questa Camaro è valsa la pena aspettare.

A Camaro egy jobb autó, mint a Mustang. Mustang a lányok és Camaros a járművezetők részére. GM szükség ahhoz, hogy egy lépéssel el a pony car szegmensben, hogy jobban nézd meg a piacon, és kap friss ötleteket. Örülök, hogy nem túl. Ez a Camaro is megérte a várakozást.

Camaro это лучший автомобиль, чем Mustang. Mustang для девочек и Camaros являются для водителей. GM необходимо предпринять шаг в сторону от автомобиля сегмента пони, чтобы получить лучший взгляд на рынок и получить свежие идеи. Я рад, что они сделали это слишком. Это Camaro стоит ждать.

كامارو هو أفضل من سيارة موستانج. موستانج هو للفتيات وCamaros هي للسائقين. هناك حاجة جنرال موتورز لاتخاذ خطوة بعيدا عن المهر قطاع السيارات للحصول على نظرة أفضل في السوق والحصول على أفكار جديدة. أنا سعيد لأنهم فعلوا ذلك أيضا. هذا كامارو يستحق الانتظار.