LAMBORGHINI

tes

2011-10-12T12:11:00.000-07:00

Lamborghini : Mampukah Anda??

2009-07-03T23:06:00.000-07:00

"Makan pagi di Italia, siang di Los Angeles dan makan malam di Paris" mungkin itulah sebutan untuk orang yang kaya raya tetapi itu belum seberapa dibandingkan dengan yang dilakukan oleh seorang "sheikh" (sebutan untuk milyader) di Qatar.

Bayangkan saja untuk melakukan servis rutin (ganti oli, filter dan lainnya) mobil Lamborghini -nya, dia mengirim mobilnya ke bengkel terkenal di Inggris.

Dan mau tahu berapa biaya yang dikeluarkan untuk servis rutin tersebut? yah tidak banyak sih, cuma sekitar US$ 40.000 (setara dengan Rp. 400 juta)

waduh jadi mikir-mikir tuk beli satu mobil lamborghini..
kayaknya duitnya habis di sparepartnya aza...
hayooo...pikir lagi siapa yang mo beli...

kalo saya sih mendingan beli mobil Honda Jazz
kayaknya lamborghini khusus untuk orang yang mempunyai ladang minyak di Qatar
untuk indonesia kayaknya gak bakalan deh..ada yang beli
ada yang minat????

Lamborghini : car Insurance for owner

2009-07-02T23:43:00.000-07:00

One can never tell when accidents could happen. You may be an extremely safe driver, but what if you are not at fault and you get in an accident, or a natural calamity, vandalism and other such external factors damages your vehicle? Auto owners insurance takes care of all your concerns related to financial losses concerning your vehicle. Every vehicle owner needs to get his vehicle insured. There are a number of auto insurance companies offering different types of policies and coverages for automobile owners.

Select a plan that fits your budget

Getting auto insurance willincrease your annual expenses to an extent. The option of paying your premium through a monthly payment or quarterly payment plan is available with some insurance companies. When you are doing an online search for an insurance company, look out for this option. It will help to reduce your financial burden considerably. However, the quote you receive initially would not include the costs pertaining to installment payment schemes. The plans vary from company to company. Be sure to select an Auto owners insurance that suits your coverage need and budget as well.

Types of coverages

There are several different types of coverages offered by auto insurance companies. Some of the coverages are basic and mandatory while some are optional depending on the needs and budget of the car owner. Bodily injury liability is a coverage which pays for expenses involving the damages caused to persons or property by the car owner. Medical coverage for the car owner if he is injured in an accident is provided by the company. Underinsured and uninsured motorist coverage protects the policy holder and his family in case their vehicle is damaged or they are injured by a hit-and-run motorist who has no insurance or is underinsured. The basic coverages are collision and comprehensive coverages.

The rate of auto insurance depends on several variables. The age of the policy holder is a crucial in deciding the premium rate. The rate of insurance will be higher if the prospective policy holder is below the age of 25, or if he is a new driver. This is because the risk of having an accident is higher in such cases. Auto insurance is a contract between the car owner and insurance company where the car owner pays a premium for several coverages and the insurer agrees to pay for expenses in case of an accident or any other incident that has been covered. Before buying insurance for a vehicle, it is important to research well, consider all aspects of the policy and then take the plunge. see car insurance question

by : orson dixon

Car Insurance Questions - Answers to the Top Five Car Insurance Questions

2009-06-30T20:46:00.000-07:00

Car insurance can be a complicated affair if you don't truly understand how it works. There is an array of policy options, complicated jargon and difficult wording to understand. Here we answer the most common questions to get you on track.

Do I have to take out car insurance?

The simple answer is: "yes". It is a legal necessity and if you are caught driving without it you could face prosecution.

What are the different levels of cover available?

There are three types of cover to choose from. These are:

Third party only: Covers the policyholder against damage suffered by third parties - such as damage to a car you are involved in an accident with, or any third party property that may be harmed. It also protects you against injury claims from third parties.

Third party fire and theft: The same coverage as third party only but with additional protection for your own vehicle against theft and fire damage.

Comprehensive: The same as third party fire and theft but with further protection for your own vehicle such as if it suffers damage in an accident and requires repairs or replacement. Depending on the policy options you choose comprehensive cover can also protect you against personal injuries; medical expenses; provide a courtesy car; guarantee repairs; protect personal items in your car; and more.

Which level of cover should you choose?

Clearly the more cover you have, the better. However, comprehensive car insurance is more expensive than the alternatives and so you need to weigh up affordability against your individual needs. For example, if you drive an inexpensive car then a year's premiums on a comprehensive car insurance policy could cost more than the car itself is worth - in which case you may be better off with a third party option.

What factors influence car insurance premiums?

A car insurance premium can be influenced by the policy options you choose, the level of cover you require, the vehicle you drive, the security you have in place for that vehicle, where you live, your occupation, your individual driving record and more.

Write by : Alex Gregory

Review : Jaguar XFR Specs 2010

2009-06-30T20:32:00.000-07:00

Back in January, we fleshed out the specs on Coventry's latest super sports sedan, the Jaguar XFR. One month later, we gave you a cockpit play-by-play at the XFR's launch in Seville, Spain. Now it's time to get down to the business of Racepaks and VBOXes to answer the question: Just how does Jaguar's bad little kitty measure up at the test track?

First let's look at what was promised. At launch, Jaguar claimed the XFR could hit 60 mph in 4.7 seconds and the quarter mile in 13.1 seconds, which, if possible, would indeed make this 4300-pound, leather-swathed sport sedan one quick feline. Too bad Coventry lies.

Our 2010 XFR shaved three tenths off the official 0-60 claim, even on the dusty tarmac of our El Toro testing facility. The 510-horse Jaguar also displayed more top-end speed than advertised, blitzing through the quarter mile in a mere 12.7 seconds at 114.1 mph. Meeeewow.

To put those numbers into perspective, let's compare them with a Jag we're intimately familiar with -- our long-term XF Supercharged. With it's 4.2-liter blown V-8 making 420 horsepower and 413 pound-feet of torque, that car also puts down some serious numbers; 60 mph arrives in just 4.9 seconds, the quarter mile in 13.4 (at 106.9 mph). Not quite the accelerative equal of the $15,000 more expensive XFR, but it is surprising in other situations.

Perhaps because it is lighter by roughly 175 pounds, our XF S/C posts slightly better braking and handling numbers. From 60 mph, the XFR requires 109 feet to stop, the XF S/C just 105 feet. Though statistically a dead heat, it's a bit surprising given the XFR's much larger brakes and wider, stickier tires. The S/C continues to shine on the skidpad, pulling 0.90 g laterally compared with 0.87 of the XFR. In dynamic handling, the XFR manages to best its little brother; at 25.9 seconds at 0.74 g, the XFR is a tenth of a second quicker than S/C (26.0 seconds at 0.70 g) on our patented MT figure eight. Nothing shocking so far as the XFR should be the fastest cat in the XF den, but how does it stack up against a Bavarian benchmark like the BMW M5?

Though the M5's naturally aspirated, free revving V-10 is down 10 horsepower and 78 pound-feet of torque to the XFR's blown, 5.0-liter mill, the BMW proves quicker and faster at the dragstrip. The six-speed manual-equipped M5 sprints to 60 mph in a blistering 4.1 seconds on its way to a 12.5-second quarter mile at 115.3 mph. Highway pulls from 45 to 65 mph go to the M5 as well; it takes only 1.8 seconds to bridge the 20-mph gap while the XFR requires a full 2 seconds. Braking from 60 mph is identical to the XFR, though the 4109-pound Bavarian hustles around the skidpad and figure eight with slightly more grip (0.90 g, 25.8 seconds at 0.71 g).

But, as is often the case, the numbers only tell part of the story. Though the XFR is a couple of ticks slower under ideal circumstances, real-world stoplight grands prix are another issue. Achieving Vmax in the Jag is Earl Grey easy: Pop the car into Dynamic Mode, drop your loafer on the throttle, and then hold on as the ZF auto squirts through the ratios. Toggle the paddle shifters if you like, or just ride swell after swell of torque. No bogging, only two quick tire chirps, and cocksure consistency -- the XFR is a bracket racer's dream. Racing the manual equipped BMW away from a standstill is a far trickier proposition. If you don't launch and row perfectly in the M5, you'll see the leaper through the windshield, instead of the growler in the rearview.

In our handling tests, the M5 displays slot-car grip with a slight hint of understeer as cornering speeds max out and front traction goes away. By comparison, the Jaguar tracks like a scalded cat, ready to leap sideways at the slightest provocation of steering and throttle. Oversteer doesn't merely lurk in the background, it is close at hand in every corner -- fun, but not always fast.

At the track, Jaguar's fastest four-door is within a heartbeat of the older, more expensive icon from Munich. How might it fare against Cadillac's new young Turk, the mighty CTS-V? We shall see..
sOURCE : automotive.com

Sport Car : Specter Werkes/Sports Corvette

2009-06-28T23:53:00.000-07:00

Last February, we got a look at the nearly finished clay model of Specter Werkes/Sports' latest riff on America's Sports Car, the C6 Corvette GTR. The car is now up and running and we just took it for a spin before its public unveiling at Greater Detroit's annual Eyes on Design Fathers' Day car show. First impressions?

Now that it's all smoothed out and coated in wet-look liquid-silver paint (a BASF concoction hitherto seen only on a handful of AMG cars that adds $5000 to the bottom line), what initially struck these eyes as perhaps a bit Darth Vader angular and study-hall-doodle immature in its unfinished clay-model form has turned out to be strikingly handsome. It's sufficiently aggressive and different enough to draw attention, without straying into the realm of the tacky paper-tiger go-fast cliches. The only thing I'd change is the hood. The louvers in front (which aid cooling and release underhood air pressure) look a bit too much like sea-monster gills, and the high-rise isn't needed to clear the installed engine hardware but compromises the sight lines.

Low-volume hand-laid fiberglass can be formed in shapes that might not be practical in volume production, like the 3-4mm flat vertical surface with sharp corners on each side that defines the strong character line leading around and back from the front fender extractors. As you'll recall from our first look, SWS replaces the fascias, fenders, hood, door outer skins, rocker panels and rear quarters with completely new fiberglass parts that widen the car by 4.4 inches to envelop the ZR1's standard tires (Michelin Pilot Sport 2 Zero Pressure tires; 285/30ZR19 front; 335/25ZR20 rear) stretched over Forgeline wheels (11.0 x 19 inches front; 12.0 x 20 rear). The revised fascias add 7.8 inches in overall length. The enlarged bodywork adds some 10-20 pounds to an all fiberglass Vette. GTRs get plenty of carbon fiber too, including the front splitter and rear diffuser, side mirror caps, and headlamp bezels. A CTS high-mount stoplight and unique taillamps finish off the rear. The engine is dressed up with carbon-fiber fuel-rail covers and a yellow intake manifold. An interesting touch: The door release buttons are tucked up in the rear wheel arches (we're assured they're totally waterproof).

For $34,995, the base package buys all of the above, plus functional improvements like Hotchkis Sport adjustable anti-roll bars that compensate for the effective reduction in spring rate that happens when the track is widened dramatically, a lowered suspension (retaining stock jounce/rebound travel), and a Corsa/Specter stainless performance exhaust system that dramatically increases the urgency of full-throttle acceleration but mutes the exhaust note nicely with no unpleasant resonances at cruising speeds, so the cockpit remains quite conversational at mildly superlegal Interstate speeds.

Of course, few are expected to push back from the order catalogue after ticking just the one box, and GTR Number 1 here features most of the performance upgrades as well. Underhood there's a Matrix II stroker motor, that replaces the LS3 6.2-liter's crank with a Callies 4340-forged crankshaft that delivers a 4.00-inch stroke, bringing displacement to 6.8 liters (414 cubic inches). Forged Manley rods and Mahle pistons round out the rotating assembly, and the heads are machined a bit to preserve the stock 11.0:1 compression ratio. Stainless headers, a low-restriction intake, and a mild camshaft from Comp Cams boosts emissions-legal output to 535 horsepower and 530 pound-feet.

Of course, the owner of Number 1 wasn't satisfied with that, and upgraded to a no-cost optional off-road Comp Cam grind with more radical lift and duration that boosts output to 615 hp and 578 lb-ft exhaling through a cat-free exhaust system. (On the other end of the spectrum, a milder Matrix 1 package of cylinder head, cam, and header work will be available for $6995). Extra power is most prudently counterbalanced with extra braking, which is offered in a $5800 Stop Tech upgrade to 14.0-inch front/12.6-inch rear rotors chomped by six-piston front/four-piston rear calipers resplendent in yellow livery. Racers can opt for adjustable Penske shocks, but they're not fitted to Number 1.

So for those who haven't been clicking along on their calculators, the base GTR tallies to $84,510; duplicating this car's performance would cost $109,000 (including the factory Z51 suspension). Custom Spinneybeck leather interior enhancements and the factory LT2 package bring the total for this one to $119,045.

Yes, that's ZR1 money, but this SWS GTR will turn more heads -- especially in its super-lumpy idling non-smogged guise. In our top-secret viaduct test location, full throttle through second and third gears resulted in utterly thunderous acceleration to over 100 mph in plenty of time for the firm-pedal Stop Techs to haul us down to legal speeds by the time we surfaced again. We didn't get a chance to run any test numbers, but with the GTR running Z51 gearing, its first two ratios are nearly 23 percent shorter than the ZR1's, which either more than makes up for its 23 hp/26 lb-ft or more likely makes it just that much more difficult to put the power down (even with these awesome tires, these cars are grossly traction limited). So we're guesstimating this GTR will be a few tenths slower than the ZR1. Smog-legal GTRs may not trail this one to 60 mph by much due to traction issues, though their quarter-mile trap speeds will certainly be slower.

SWS GTR #1 is surprisingly docile in traffic, pulling from low revs without complaint and accelerating strongly from 70 in top gear. Its suspension is far more compliant than one expects in a lowered tuner car, smothering freeway expansion joints as well as a Z51 does. Suburban Detroit roads are insufficiently curvy to comment on the handling, though basic steering feel didn't seem compromised by the larger tires and wider track.

Summing up: We like the expressive/aggressive restyle of the Specter Werkes/Sport Corvette GTR, and if it manages to lay down quarter-mile numbers somewhere between a those of a Z06 and a ZR1 accompanied by this bellicose bellowing exhaust, its owners will have goten their money's worth.

Review Mazda MAZDA6

2009-06-26T23:59:00.000-07:00

Introduction
The 2009 Mazda 6 has moved up. All-new, redesigned and re-engineered for 2009, the Mazda6 has moved up in size, in features, and in power. All this without serious damage to price, fuel economy, or driving dynamics.

Virtually every dimension inside and out has increased with the introduction of these all-new 2009 models. The 2009 Mazda 6, or Mazda6 as Mazda calls it, now delivers plenty of room for four or five adults along with a big trunk that holds as much as some SUVs can fit under their luggage covers. For the first time in Mazda6 history, this one has been designed expressly for the North American market and is considerably bigger than the overseas version.

The 2009 Mazda 6 is offered with a choice of four-cylinder and six-cylinder engines, each larger and more powerful than before. Its new V6 is now among the most powerful in the class, producing 272 horsepower, and it comes standard with an automatic. Meanwhile, drivers seeking fuel efficiency will not be disappointed with the four-cylinder's 170 horsepower.

Four trim levels are offered on the Mazda 6 sedan, with prices ranging from less than $20,000 to around $33,000 for a fully loaded V6 model. All are four-door sedans. There is no wagon, hatchback, or MazdaSpeed version available for 2009.

Navigation is available on the 2009 Mazda 6 with voice activation. Bluetooth and blind spot monitoring systems are offered, as are audio inputs and noise-compensation sound systems. These gadgets are convenient, but what we like most about the Mazda 6 is its driving dynamics.

The Mazda 6 competes against an impressive group of midsize sedans, but we think anyone shopping Toyota Camry, Honda Accord, Chevrolet Malibu, Nissan Altima, or Hyundai Sonata should have the Mazda6 on their comparison test-drive list. And its sportiness makes the Mazda6 an alternative to the Acura TL, Nissan Maxima, and Volkswagen Passat. The styling isn't conservative and the manners aren't boring.

The 2009 Mazda 6 comes with a choice of engines and trim levels. The Mazda6 i is powered by a 2.5-liter four-cylinder engine that gets an EPA-estimated 21/30 miles per gallon City/Highway with the five-speed automatic transmission. It's also available with a five-speed automatic. The Mazda6 s is powered by a 3.7-liter V6 with an EPA-rated 17/25 mpg and comes exclusively with a six-speed automatic.

mazda : Top Tips For Buying a Used Car

2009-06-26T23:44:00.000-07:00

Buying a used car, or second hand car can be a nerve racking experience. It is a big decision to make, and you can live with the consequences for a long time if you get it wrong. It is one of the larger purchases that we make, and it is in a completely different league to most other purchases we make like buying our weekly groceries for example.
Fortunately, it is something that we will only need to do once every three or four years on average, and we should try to make it as enjoyable an experience as possible rather than a stressful one.

With so many makes and models to choose from, and so many different sellers we can buy from, it can become very confusing. We could for example buy from a large dealership, an independent dealer, a small garage, or even from an individual who is selling their car.

One way to start your search is to drive around and visit all the car lots in your area to see what is available, but this in itself can become very confusing as you start to find yourself overloaded with options.

The best way to prepare yourself for the task is to sit down and think clearly about your requirements before you begin, and then make a prioritised list in order of the criteria most important to you. Think about the main use for the vehicle. Is it primarily transport for getting one person to work, or is it a family car, will it often be used to carry goods and chattels? Will it do low, or high mileage? Your list might be based on:

1. MPG - Fuel prices could easily start to rise again.

2. Fuel type - Petrol, diesel, hybrid?

3. Engine capacity - 1200cc, 1600cc, 3 litre?

4. Insurance bracket - How much are you willing to pay?

5. 3, 4, 5 doors?

6. Colour.

7. Accessories you require.

8. Price - What can you budget to spend?

Once you have armed yourself with a list of the features that are important to you, you can start to do your homework. These days the internet provides us with an amazing way to research just about any topic. You could start your search with autotrader.co.uk, compucars.co.uk, eBay.co.uk, or fire up Google, and search the dealers in your local area.

When you do find the car you are looking for, there are certain things you should check before making a purchase.

Ideally use an organisation like the RAC to do a mechanical check on the car. You can get a status check of the vehicle from organisations like HPI (highly recommended). Check that the vehicle has; A V5C certificate. All vehicles should now have this document; A current MOT certificate.

Check the service history, and examine the condition of the car to make sure it is consistent with the stated mileage of the vehicle.

Also check to see what warranty and servicing arrangements are being offered.

Buying from a dealer does give you some degree of protection if things go wrong, but it is advisable to ask around about the dealer's reputation.

So! Time to get started.

Enjoy your search!

source : by dave tall